Vroom Kart International #176 - February 2016

GARAGE AIR FILTERS

OFFENBACH SHOW IKA 2016 A TEMPLE OF EXCITEMENT

N. 164 FEBRUATRY N. 176 2015 INTERNATIONAL INTERNATIONAL

KARTING KARTING

PHOTO: FM PRESS

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€FEBRUARY 5.00 2016 € 5.00

GO! KART KARTING ACADEMY TROPHY 2016 ACADEMY EVOLVES

SIX YEARS AFTER THE THEY SET OUT THE CIK ACADEMY TROPHY CHANGES SUPPLIER: AS FROM THIS YEAR THEY WILL BE RACING WITH PRODUCTS MADE

BY THE OTK GROUP, THAT IS, EXPRIT NOESIS FOR CHASSIS AND VORTEX DDJ FOR ENGINE, NO LONGER WITH THE TAG

International season ready to start.

The new OK engines, after lots of testing the time has come to see how they work. Let the show begin

ELECTRIC KART PART 3 CRG E-DRENALINE

TECHNICAL SIDE

THE COMBUSTION AND DETONATION PROCESS (PART ONE)

TRACK TEST EVOKART/TM: STIFFER-FRONT

T DA ELE NEW TA M C LO E OL G .

U AN GER ..TR MN S A L A IC Y S ND K IS D S AT : A

VROOM ALL THIS AND MUCH MORE

Magazine, Web, Digital version, Multimedia, news from the world and much more...

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FROM

26 39 TO

CONTENTS FEBRUARY 2016

OFFENBACH SHOW

40

NEWS 16 MONDOKART 26 SPECIAL Offenbach Show IKA 2016 40 CLOSE UP Academy Evolves 76 ELECTRIC KARTS CRG E-Drenaline

60

90 2016 INTERNATIONAL RACING CALENDAR

TECHNICAL SIDE 60 TRACK TEST Evokart - TM 68 GARAGE New KG and RR Air Filters 82 TELEMETRICKS Dataloggers and data analysis

RACE REPORT 44 Dubai O-Plate Championship 2016 (UAE) 50 Florida Winter Tour Sofina (USA) 56 Winter Cup Kerpen (D)

68

www.vroomkart.it info@vroom.it www.facebook.com/vroomkart twitter.com/vroomkart

VROOM INTERNATIONAL MAGAZINE 5

OKKART Srl Registered office: Via Pergolesi, 48 - 04011 Aprilia (Italy) info@vroom.it - www.vroom.it Giuliano Ciucci Giuliani (Editor in chief) cggiuliano@vroom.it FABINA GAVILLUCCI (Executive editor) fgavillucci@vroom.it WALTER GUCCI wgucci@vroom.it MARIA VERRENGIA mverrengia@vroom.it SPECIAL COLUMNS Maurizio Voltini CONTRIBUTORS TO THIS ISSUE Cody Schindel/Canadiankartingnews, Dubai kartdrome, D.Paolicelli, Lynn Haddock, Motorsport XL, Motorsport@ Officineinprogress, S.Suardi.

SUBSCRIPTIONS info@vroom.it ANNUAL SUBSCRIPTION Europe 62 Euro USA, Canada 93 Euro Rest of the world 104 Euro BACKDATED ISSUES: 5 Euro per copy PRINTERS: GMG GRAFICA srl via Anagnina, 361 - 00188 Roma - Italy on behalf of Grafiche Professionali via Sequals, 4 - 00188 Roma - Italy Registered at Law-court in Latina N°714 date: 19.10.2000 © Copyright 2000 – all rights reserved.

RESPONSIBILITY: Unauthorized repro-

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.

FA KART by OTK KART GROUP

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EUROPE

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INTERNATIONAL

KARTING

USA AND CANADA

REST OF THE WORLD CLOSE UP US OPEN LAS VEGAS GARAGE HOW TO CHANGE BRAKE PADS TECHNICAL POST

BELGIAN COMET

SURVEYS RESULTS • NEW KF 2016: WILL THEY BE

POPULAR? • LOOKING TO A "TOP" KZ CLASS

SPECIAL OUTDOOR VS INDOOR

N. 171 SEPTEMBER 2015 € 5.00

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LEGENDARY KARTS GLENN DAVIDSON REPLICAS – JAMES COURTNEY’S TONY KART EXTREME

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

N. 172

GARAGE COOLING SYSTEM

OCTOBER 2015 € 5.00

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INTERNATIONAL

KARTING

INTERNATIONAL

KARTING

September World Championship KZ-LE MANS KF-LA CONCA

Who will be the new number 1?

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LEGENDARY KART / MISLIJEVIC’S 1996 ESPRIT KZ WORLD CHAMPIONSHIP SPECIAL

FOCUS

BRED CHAMPION N. 164 FEBRUATRY N. 169 2015

INTERNATIONAL

€ 5.002015 JULY € 5.00

KARTING

INTERVIEWING THE CHAMP WINNING KART THE RACE LAPTIME ANALYSIS

RACE ROTAX EURO CHALLENGE SHOWDOWN

FOCUS NEW CIK ENGINES FOR 2016 WHAT WE THINK

TALKING TO JOHN SURTEES FITNESS GYM PROGRAMME FOR FORÉ

TRACK TEST

COMPARING DIFFUSERS ON TM 125 KZ10B

Focus

PHOTO: D.PASTANELLA

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JORRIT PEX

FROM KART TO F1

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ON THE TECHNICAL SIDE ROTAX MAINTENANCE

2015 ROTAX EURO CHALLENGE CHAMPIONS

TALKING TO OELSINGER & VOGLSAM, BRP-ROTAX / ALEX IRLANDO CLOSE UP XPS 2015 ROTAX GRAND FINALS CHASSIS

N. 174 DECEMBER 2015 € 5.00

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BRIT ATTACK

ONE ON ONE • RALF SCHUMACHER • JEAN-MARIE VERGNE

FOCUS NEW ENGINES - THE CIK SPEAKS OUT

DOUBLE TRACK TEST!

THE NEW PARILLA OK BY IAME THE LATEST KZ10C BY TM FOR 2016

KARTING

ITALY RULES!

LEGENDARY KARTS GLENN DAVIDSON REPLICAS – ROSSI’S 1997 CRG HERON

EURO CHAMPS RD.2 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

ALEX IRLANDO TAKES THE FIRST EVER ROTAX GRAND FINALS TITLE TO ITALY WITH A DOMINANT PERFORMANCE IN SENIOR MAX

N. 173 NOVEMBER 2015 € 5.00

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INTERNATIONAL

KARTING

CIK-FIA WORLD CHAMPIONSHIP

DOMINATOR

FOCUS HOW TO GET TO GRIPS WITH OK ENGINES

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

JANUARY 2016 € 5.00

PHOTO: D. PASTANELLA

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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

ROTAX INTERNATIONAL OPEN THE LAST ROTAX GRAND FINALS SPOTS AWARDED IN ADRIA FOCUS

WE TAKE A LOOK AT SODI RTX ELECTRIC KART

CELEBRITY OF THE MONTH

RUBENS BARRICHELLO

CLOSE UP

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SINTER OUTBRAKING COMPETITION

TECHNICAL SIDE

COMBUSTION CHAMBER (PART TWO)

ELECTRIC KART

WHY ELECTRIC TRACTION GOES WELL WITH KART TECHNOLOGY

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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FOTO: VVL SPORT IMAGE

N. 175

FLASH KART Photos: D. Pastanella

10 VROOM INTERNATIONAL MAGAZINE

VROOM INTERNATIONAL MAGAZINE 11

12 VROOM INTERNATIONAL MAGAZINE

GALLERY

THANKS TO THE WIND

The first races of this new season have been held in Florida and thanks to the wind that swept away all the clouds the FWT rewarded were spectacular.

Left, Paul Fletcher received The Sir Malcolm Campbell Memorial Award for Services to Karting at the MSA award giving ceremony.

One of the KZ grids in 2015, will Tony and Crg drivers be fighting for final win this year too?

VROOM INTERNATIONAL MAGAZINE 13

GALLERY

14 VROOM INTERNATIONAL MAGAZINE

Speed Lake, son of Jackson Mayor, was born in 1948.

He started his racing career at the age of 13. Over the years he has won the National Championship six times and in 1978 he won the World Karting Championship (on Birel powered Parilla). Among other famous names at that time there was Ayrton Senna too (70). Lake (68) is the only American in the ranking of the World Karting Championship until 2015. It has taken 37 years before another American 14 year-old Logan Sargent from Florida took the top podium step of a Cik Fia World Championship.

These exclusive pictures were taken by Lynn Haddock at the 1978 World Championship in Le Mans.

The good old days‌

VROOM INTERNATIONAL MAGAZINE 15

mondokart NEWS & PREVIEWS

TONYKART AND OMP

THE BEGINNING OF AN IMPORTANT PARTNERSHIP We are proud to inform you that starting from the current karting season 2016, our official drivers will be wearing OMP Racing products.

The 2016 karting season starts with an important partnership between two of the most prestigious brands in the motorsport world: OTK Kart Group and OMP Racing.

For the upcoming seasons, OMP Racing will be the sole supplier of racewear for all OTK brands and racing teams.

Tony Kart, Kosmic Kart, FA Kart, Exprit Kart and Redspeed Kart are the brands under OTK Group. Drivers from OTK racing teams will wear high-end products by OMP, with a unique graphic design for each team. OMP will supply racewear from the brand new KS1-R line: shoes, gloves and above all the particularly innovative suit, and underwear will be from OMP KS line.

The KS-1 R suit is a fusion of comfort, lightness and breathability, through the use of hypertechnologrical fabrics developed by OMP. Among the many features of the model used by OTK, there’s the total freedom of graphic customization, due to the fact that the suit is 100 per cent printed.

The gear supplied by OMP to OTK is the result of a close collaboration including a productive exchange of informations between OMP research and development team and OTK drivers.

Paolo Delprato, OMP vice president and CEO: “Two years ago, we decided to invest strongly in the world of karting, in order to reach a world leadership position in this field too.

The signing of this deal between two worldwide excellences such as OMP and OTK proofs the effectiveness of our hard work. OMP and OTK established an active partnership that goes beyond a simple collaboration, and aspires to increase the technical level in the world of karting. OTK’s winning philosophy, aiming to more and more ambitious goals, perfectly matches OMP’s incessant work towards research, development, innovation. I’m sure we’ll be able, together, to achieve excellent results”.

Roberto Robazzi, OTK president: “I’m very glad to announce this partnership between OTK Kart Group and OMP. Both our companies’ philosophies are a perfect match: both of us aim to absolute quality through obsessive attention to detail, and constantly carry out research and development work. OMP immediately gave evidence of being an active company, whose products are characterized by unique design and innovative technology. I’m sure our drivers will enjoy this comfortable, light and absolutely safe racewear. Both OMP and OTK Kart Group will take advantage from this already established, and bound to grow, synergy”.

16 VROOM INTERNATIONAL MAGAZINE

TONY KART RACING TEAM LINEUP 2016 Nine will be the drivers who will defend the “Green” Tony Kart colour in the most important kart competitions of 2016 Eight are the drivers confirmed, Ardigò, Armstrong, Corberi, Piccini, Nielsen, Novalak, Simmenauer and Milesi. Marseglia is the newcomer.

Our drivers will have formidable Racer 401 and Krypton 801 chassis at their disposal, powered by new Vortex RKZ, DDS and DDJ engines. The drivers lineup, category by category. The race calendar that will be attended by the Tony Kart Racing Team in 2016

TONY KART RACING TEAM 2016 LINEUP Name Marco Ardigò Marcus Armstrong Luca Corberi Nicklas Nielsen Clément Novalak Jean Baptiste Simmenauer Leonardo Marseglia Charles Milesi

Country Italy New Zealand Italy Denmark Switzerland France

Category KZ KZ KZ2 OK OK OK

Italy France

OKJ OKJ

KOSMIC KART RACING DEPARTMENT: OUR 7 BEARERS FOR 2016 Seven are the Kosmic Kart Racing Department’s drivers. World Champion Basz and the experienced driver Hajek will drive the “Blue” patrol made up of Backman, Weerts, Milell, Pourchaire and Chappard.

The world champions Mercury MY15 and Lynx MY15 chassis powered by Vortex will be the key points to aim for the top The race calendar of the Racing.

KOSMIC KART RACING DEPARTMENT’S DRIVERS 2016 Name Patrik Hajek Andreas Backman Karol Basz Noah Milell Charles Weerts Franck Chappard Théo Pourchaire

Country Czech Republic Sweden Poland Sweden Belgium France France

Category KZ KZ OK OK OKJ OKJ OKJ

The new 125 max

www.rotax-kart.com ÂŽ

Š 2016 BRP-Powertrain GmbH & Co KG. All rights reserved. and TM and the BRP logo are trademarks of Bombardier Recreational Products Inc. or its affiliates. All other trademarks are the property of their respective owners.

mondokart NEWS & PREVIEWS

Tony Kart Team at DKM Impressive, the German championship just a month after registration starts, already counts 103 drivers including Tony Kart team.

The German Motorsport Foundation (DMSB) raise high interest already 40 entries for the German shifterkart Championship (DSKM) 28 for Juniors DJKM, 18 for the DKM and 17 for the new DSKC. Tony Kart participation shows that the DKM holds a good international reputation. Tony Kart is going to start with 7 drivers, Marco Ardigo and Marcus Armstrong from Newzealand will be there too. France’s Charles Milesi and Italian Leonardo Marsiglia will represent the OTK colours. While in DKM there’s Swiss driver Clement Novalak and French driver Jean Batiste Simmenauer are starting for the Tony Racing Team.

1st May – Wackersdorf 12th June – Ampfing 17th July - Genk (Belgium) 11th September - Oschersleben 25th September - Kerpen

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

CRG RACING TEAM IN MEXICO Great victory for Paolo De Conto on CRG Road Rebel in Guadalajara for the second edition of the Grand Prix International Wing’s Army event.

xxxxx\C100 Vroom Page_Layout 1 25/02/2015 13:49 Page 1

CRG official drivers De Conto and Simo Puhakka are the greatest protagonists on Honda 125 powered Road Rebel chassis.

They take home one win each. In the GPI final, Paolo leads to a great victory ahead of Daniel Bray (New Zealand) and Simo Puhakka.

After the race De Conto says: “A great race, winning the Grand Prix International Win’s Armey on my first participation is incredible.

The event has been well organised and I thank Mexican CRG importer Alejandro Herrere and RobertoElizondo for their support and assistance. It has been a wonderful experience.”

GP4: American Daren Elliot on CRG duels hard in heats and manages to take home final win while Juan Carlos Garcia is 4th.

It’s just racing!

NEW ENGINES FOR NEW SEASON

FOLLOWING THEIR SWITCHBACK TO BRIDGSTONE YDS TYRES, CLUB 100 NOW HAS A BRAND NEW ENGINE WITH A NEW EXHAUST SYSTEM IN PLACE FOR 2016, SUPPLIED BY LONG STANDING SUPPLIER ALAN TURNEY DIRECTOR OF TAL-KO RACING-

www.CLUB100.co.uk

20 VROOM INTERNATIONAL MAGAZINE

THE BAMBINO CLASS - MSA (UK) The Bambino class is specifically designed for 6-8 year olds to experience the sport of karting. The bambino class uses a kart that is the correct size and not to heavy for drivers.

The karts are powered by the Comer 50cc engine , the engines are prepared

by Comer for the UK market to ensure they comply to the MSA regulations and have engine identification seals on both the cylinder and crankcase, these engine numbers must match the ones on the database of the UK distributors Zip kart ,and the numbers on your Comer C50 engine log card. This is to keep the level of tuning and selecting parts for engines to a minimum.

The class also uses the MSA Le Cont all weather tyre, which has been specially designed for the Bambino class in the UK. The tyre is a hard compound slick tyre with a wet tread pattern cut into it.

This means that you only need one type of tyre for all conditions wet or dry.

To get started in the Bambino class we suggest that you try Bambino karting at one of the approved centries in the UK, as the class is new and still growing.

For further info: dan@zipkart.com msabambino.com

mondokart NEWS & PREVIEWS

SODI RACING TEAM Sodi Racing Team drivers at the 2016 Dubai O-Plate.

Fraser Rose fantastic in Max Final, Diaraf Kiend a missed podium in Micro Max, while young Marcus Amand debuting at the kartdrome is amazing in Micro Max.

SURTEES AND STOKER CROWN BRITISH MOTOR SPORT CHAMPIONS INFO ON A PROUD NIGHT FOR KARTING WORLD WIDE AND PAUL FLETCHER WHO RECEIVED THE SIR MALCOLM CAMPBELL MEMORIAL AWARD FOR SERVICES TO KARTING

Formula 1 legend John Surtees CBE and FIA Deputy President (Sport) Graham Stoker crowned the 2015 MSA British Champions during the Night of Champions ceremony in London on Saturday (30 January). MSA Chairman, Alan Gow, welcomed the winners of UK motor sport’s most prestigious titles for the annual awards evening. They were joined by a series of special award winners, each recognised for outstanding achievement. Before presenting awards, Stoker also praised the UK’s standing within world motor sports and paid tribute to the competitors, clubs, marshals, officials and other award winners whose successes were honoured on the night. Fresh from being made a CBE, Surtees, the only world champion on two wheels and four, returned for a second successive year to entertain the guests and hand out trophies.

22 VROOM INTERNATIONAL MAGAZINE

Steve Rider returned as Master of Ceremonies and was once again joined by colleague Louise Goodman.

Alan Gow, MSA Chairman, said: “On behalf of the MSA I would like to congratulate all the 2015 MSA British Champions and special award winners who were crowned during our Night of Champions last Saturday night. Once again this prestigious event underlined the incredible breadth and depth of UK motor sport as well as the matchless calibre of all our volunteers, marshals and officials. Thank you also to John Surtees CBE and Graham Stoker for presenting the silverware. And to all those who attended, our best wishes for a very safe and successful 2016.”

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.

via S. Quirico, 9 - 37060 Sona (VR) - ITALY - T. +39 045.6080950 - F. +39 045.6080633

mondokart NEWS & PREVIEWS

IVAN GRIGORIEV SET FOR A FULL SEASON COMMITMENT WITH DR RACING KART TEAM AND THE iFAST MANAGEMENT SUPPORT

RUSSIAN DRIVER FACES THE WSK CHAMPIONS CUP AT THE ADRIA RACEWAY

It will be a very intensive season for Ivan Grigoriev, the one that is going to kick off this weekend on the 1302 meters of the Adria Karting Raceway track, for the WSK Champions Cup. The young Russian driver, who finished third overall last year in the Italian ACI Karting Championship racing in the KF Junior class, has extended his commitment in the category - since 2016 renamed OK Junior - with the DR Racing Kart team.

With the Danilo Rossi’s squad, under the iFAST Management banner, Grigoriev will enter all the rounds of the European championship and WSK series, starting from the race scheduled on Saturday and Sunday on the same track where he scored last June the first out of two brilliant victories in the Italian championship. The 2015 season ended for Grigoriev with another win at Siena, where he gained more points and the podium finish in the overall standings.

DR Racing Kart team and iFAST Management trust deeply in Grigoriev, aiming again together to a top result. This weekend round will be the first important test bench of the year.

24 VROOM INTERNATIONAL MAGAZINE

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

OFFENBACH SHOW IKA 2016

A TEMPLE OF

EXCITEMENT This time too at the show in Germany, we see the latest trend in karting and kart drivers who long for excitement on the track, but not only REPORT AND PICS: MAURIZIO VOLTINI

26 VROOM INTERNATIONAL MAGAZINE

With January comes the usual appointment, almost one that shouldn' t be missed by any kart drivers, and not just German ones.

We' re talking about the Internationale Kart Ausstellung, that is, The Karting Show in Offenbach am Main, which now is at it' s 24th edition. An appointment that sees a myriad of exhibitors ª spread outº o ver in 8 pavilions covering over 10,000 square metres. However, these are but ª aridº numbers that don' t really give the right image of how karting fans come to ª take inº a s much as they can after the winter karting famine, and check out the latest innovations and get

ready for the forthcoming season, getting at bargain prices the latest karting accessories and sportswear. It' s sufficient to say that we have seen for ourselves, a chassis manufacturer who had to practically disassemble a kart from the exhibition stand (he only had one of that particular model) because one of his customers wanted it there and then!

Well, excitement certainly wasn' t lacking among all those present¼ Furthermore, the show is an opportunity for testing all the latest trends in the field of karting. So, the commercial importance in the field of ª rentalº k arting has been confirmed, a field that goes together with the increasing number of firms that offer specific components for indoor tracks, there are protection elements and sophisticated systems of real time chronometry. Also the field of electric karts is expanding, with some significant new entries and further development of the relative technologies.

There is some interest, in moderation though, in the new engines for the Cik classes, both the gear-class KZ and the OK, the new direct drive engines. However, we must say that the KF class has already been repudiated for a while now in Germany in favour of the other classes, especially the single brand, so it is logical to see that this innovation getting a somewhat tepid welcome. Nevertheless, this time too, there is a lot to see at the show. Now, let' s take a look at some of the things on display at the exhibition over the following pages.

VROOM INTERNATIONAL MAGAZINE 27

OFFENBACH SHOW IKA 2016

CRG - This time too the factory in Brescia had one of the largest stands at the show exhibition two fields, one for racing karts and the other for rental. Among the first there’s the new Maxter MXS-2 for the gear class racing, while among rental karts there’s the Biposto (two-seater) and the Big Foot that are outstanding, the latter is for “oversized” drivers.

28 VROOM INTERNATIONAL MAGAZINE

MODENA ENGINES - At the Italian manufacturer’s stand there’s an interesting exhibition in show case, of all the components for the new gear class MKZ engine, including an innovative “divergent” reed pack. There is also a variant with electric starter.

VROOM INTERNATIONAL MAGAZINE 29

OFFENBACH SHOW IKA 2016

DALMI - The problem of weight concerning today’s karts is always there, however, the Dalmi presents an updated range of trolleys that can be lifted automatically or manually and have met much approval.

EGARAKARTS - Tubular construction and Honda 270 engine for this “tricycle” that has been made similar to a kart and is exclusively for having fun and thanks to “drifting” caused by the plastic tread on rear wheels. Overall cost is 2,500 euros.

IAME - The one near the importer is a “tree” loaded with new Parilla engines, all the 2016 models in the 4 classes OK, Screamer 3KZ and hence X30, the latter has a new 175cc variant too.

PULSARTEC - Among the requirements of electric karts and karts with electric start there’s a battery manufacturer like Pulsartec with its range of lithium batteries, which can be recharged without having to take them off the kart.

30 VROOM INTERNATIONAL MAGAZINE

ROTAX - No particular innovation from the Austrian factory, but thanks to the quality of the name Rotax , their engines always draw the people’s attention and interest.

PVL - PVL makes ignitions not just for the Cik homologated classes; on display here besides the new “professional” spark plug connectors, there are other products too for other special uses and with CDI ignition.

SINTER - The factory from Slovenia is specialised in the production of brake discs and pads, and not just those for karts.

They are at the Show in Offenbach with its vast range of products.

VROOM INTERNATIONAL MAGAZINE 31

OFFENBACH SHOW IKA 2016

SODIKART - Always very observant with the request on the rental market, the French manufacturer is present with innovative bodywork and a new EMS system that allows you to adjust engine delivery simulating increase in weight (shown on a numerical display) without having to change ballast continuously in endurance or factory events.

32 VROOM INTERNATIONAL MAGAZINE

TM - Even the Factory from Pesaro wasn’t “ashamed” of showing their latest engines “nude” and in pieces, both the gear class KZ10C one and the new OK direct drive S series.

TIBIKART - Rental twoseater model also presented by the manufacturer from Lombardy; in Offenbach they also have the latest evolution of their chassis for the 60 Mini class on exhibition.

VROOM INTERNATIONAL MAGAZINE 33

OFFENBACH SHOW IKA 2016

UNIPRO - The latest model made by the Scandinavian firm is called UniGo 8005, it has been specifically studied for working together with (it’s connected by a single cable) the deviation box Unibox, which makes it possible to control several external sensors.

EVO 21 - Out of the firms that offer professional systems of direct management and chronometry of rental tracks, there is an interesting newcomer, an Italian firm that offers vanguard technology and is also discerning, and answer to Roberto Vanaria and skilled software experts.

XERAMIC - This year the Dutch manufacturer producer of lubricants that celebrates its twentieth anniversary, is at the show with a very important display. Among the products displayed there is a new chain spray which doesn’t run, sticks better.

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ADAC - The German Federation takes advantage of the show and holds an award giving ceremony for their national champions who were present on the scene for numerous public interviews and other initiatives.

MEGA – The Mega made by Rubig is getting more and more popular in Germany, they even hold their own championship. It’s a 2-stroke direct drive that counts more on displacement than on sophistication (apart from just a double ignition): 650 cc for 65 hp and 26 kg.

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OFFENBACH SHOW IKA 2016

PRD – The PRD come from the other hemisphere, the range of karting engines has been exhibited at the show in Offenbach. It is mainly a range of 125cc engines and 100cc that are half way between the old “direct drive” and the TaG, great attention has been paid looking to simplicity and economy.

RAKET – Simplicity, economic and easy to run, this is the password” also for the range of engines made by Radne, made especially for having fun or for promotional classes (but also for extra-light aeroplanes) with 60 to 120 cc volume.

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PRK – Also at Offenbach we see this unusual solution for the radiator, a decision to limit aerodynamic resistance when racing and avoiding a sort of “parachute effect” caused by a normal assembly of the cooling system.

REXON – Among the OK engines presented to the public there is also the Ballerina made by Rexon with several characteristics. It’s a direct drive engine that mounts a rather particular HHC carburettor always made by the same German manufacturer.

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OFFENBACH SHOW IKA 2016

A LOOK AROUND

At the exhibition there are many curiosities: high-level sprockets for rental use, kart-like vehicles for fun, the chance to define design of your kart or helmet by computer, security devices required in Germany for the children karts, professional equipment for running your engine, and so on 38 VROOM INTERNATIONAL MAGAZINE

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KARTING ACADEMY TROPHY 2016

ACADEMY

SIX YEARS AFTER THE THEY SET OUT THE CIK ACADEMY TROPHY CHANGES SUPPLIER: AS FROM THIS YEAR THEY WILL BE RACING WITH PRODUCTS MADE BY THE OTK GROUP, THAT IS, EXPRIT NOESIS FOR CHASSIS AND VORTEX DDJ FOR ENGINE, NO LONGER WITH THE TAG Report: M. Voltini

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Y EVOLVES

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KARTING ACADEMY TROPHY 2016

THIS YEAR TENDER HAS BEEN WON

BY OTK GROUP, THAT WILL SUPPLY EXPRIT NOESIS CHASSIS AND VORTEX DDJ ENGINE, ALONGSIDE WITH VEGA TYRES AND DALL' ORTO CARBURETTOR Important innovations in store for the seventh season of the Academy Trophy, a Cik promoted series to help young future champions. It is a world level class with an official Fia title, where young drivers from 13-15 years old nominated by their respective national federation can race in three rounds (held together with Cik events) on same make karts with same set up for everyone supplied at random on the field before the event.

Well, this season for the first time there are changes; after first kart suppliers being Parolin, this year the tender been won by OTK group. We must point out however, that not just the brand of the chassis and engine is different, but slosh the main characteristics of these vehicles has changed: in fact, they will be racing with Vortex DDJ engines, that is, the ones that have been recently homologated for the new OK Junior direct drive class, therefore, no longer the TaG type engines. Compared to the OKJ version though, feed is different: in fact the same carburettor that Academy Trophy used in the past years should still be mounted, that is

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The frame chosen for the 2016 Academy Trophy is the Noesis, which has a traditional design with a double bend on the side members; it has been extended until 2020 on Cik homologation.

Final aesthetics and colours are different from those on the kart in the picture.

the 24mm diffuser float type Dell' Orto.

Among the ª accessoriesº it' s the Vega tyre ª optionº that will be mounted for the class this year.

We haven' t forgotten the frame for this kart, the chassis; only something more should be said. L' OTK Kart Group has in fact, opted for a ª secondaryº brand of its own production, which however maintains the same structural quality and curves with the same attention paid to details as those we are used to seeing. So, it is an Exprit, to be more specific the Noesis, that will be used for the Academy class. It is a frame with traditional conformation, ª double curveº , 30mm diameter bars and 1050 mm wheelbase, already homologated by Cik. However, they will not be using front brakes and, compared to the model shown in the pictures, there will be different specific graphics for the trophy.

Among the innovations for this class, some concern extras for the final prizes: in fact, the winner of the series will be invited to take part in the World Junior Championship, which will be held in Bahrain in November with an official OTK team free of charge. While, the Cik-Fia will award the first five finalists a free entry for any championship held in 2017 that they like, (bonus worth 2,000 values). We' d like to remind you that the first 15 of a previous Cik Junior championship are excluded from the series and that at the moment there are 39 National Sports Associations out of the 51 places available, that has shown interest in the project. Closing date for entries is March 4th 2016.

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RACE

DUBAI O-PLATE CHAMPIONSHIP 2016 DUBAI KARTDROME (UAE) 23th JANUARY 2016

SPARKS FLY BETWEE AN EVENT WITH ALL IT TAKES The aim of the organizer of the Dubai O-Plate is to give an opportunity of testing your kart and get best physical set up whilst taking part in an international competition in very favourable weather conditions. In fact, at this time of the year in Europe it’s winter and racing in the rain or in very cold conditions, typical of this time of the year means that you are unable to get true comparisons on a racing level. So, the Dubai Kartdrome answered the call of lots of drivers and teams who felt the urge to start racing again in good conditions and set up an event at the end of January at the most important track of the United Arab Emirates, the Dubai O-Plate Race, an event that is being held every year now and is gaining the approval of many teams on an international level.

The promoter hopes to extend the invitation to top teams and drivers on the world karting scene, a strategy that has already been tried by other promoters with the aim of building up the right prestige for a good international event. Both the format and location are the right requirements to reach this aim in the near future.

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ROTAX MAX. FRASER ROSE (345) A BREATH

EN ROSE AND POOK

REPORTS & PHOTOS BY WWW.TRACKTALK.AE

H AHEAD OF PASQUAL POOK (307) WHAT AN EXCITING FINAL! VROOM INTERNATIONAL MAGAZINE 45

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DUBAI O-PLATE CHAMPIONSHIP 2016

“A VERY DIFFICULT RACE – ROSE SAID AFTER GETTING HIS AWARD – PASCAL POOK HAS BEEN A DIFFICULT RIVAL TO BEAT. I MADE THE MOST OF MY POLE START, BUT I WAS SHIHAB AL HABSI (134), MINI MAX

UNABLE TO PULL AWAY AND POOK OVERTOOK ME FOR THE LEAD AFTER A FEW LAPS. WE SWAPPED PLACES SEVERAL TIMES. ON THE LAST LAPS POOK

MICRO MAX, MARCUS AMAND (23) AND MAXWELL DODDS (33), ON PODIUM Rotax Max – the Rotax Max Final won

by Fraser Rose is the most exciting race. Only luck would have allowed anyone to bet on him as a winner.

Over Saturday and Sunday, the two days on which qualifiers and the four decisive heats were held for final grids, Fraser Rose, Pasqual Pook and Abdullah Al Rawahi were basically aligned in performance. It was hard to guess which of them would have grabbed final win.

During the long duel that went on for 15 laps of the final there was lost of place swapping among the leaders.

Pook is the most determined while

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Al Rawahi was there ready to make the most of any occasion offered him. Anything could have happened on the last lap. Even Al Rawahi could have aimed for the win. In the end the prestigious Dubai O- Plate title went to Fraser Rose who cut through to grab first leading on Pook by just 140/1000. While Al Rawahi was unable to make his last attack for the lead and even last podium place.

Third podium place goes to Jakob Robinson. Besides getting a Birel Art chassis Fraser Rose he also gets a test with Formula Gulf 1000.

MANAGED TO CLOSE THE GAPS WELL AND ONLY ALONG THE FINAL STRAIGHT I WAS ABLE TO GET NEXT TO HIM AND GRAB WIN JUST A BREATH AWAY FROM HIM.

IN THE MICRO CLASS, NADIM KHNEISSER (4) SURPRISES THE PADDOCK.

JUNIOR MAX CLASS

Junior Max – after the four heats,

Taymour Kermanshahchi is the driver to beat, however, already from the prefinals prognostics seemed different fro odds given on the eve of the race. Tehmur Chohan cuts through to grab win even if just 0.088 of a second ahead of his rivals Khalid Al Wahaibi and Kermanshahchi.

As expected during the final Chohan and Kermanshahchi set the pace. Half way through the race Chohan pulls away from Kermanshahchi after a sequence of impeccable laps that take him to grab win with a 2.8 second lead. A win that gives him a pass to the Cik World Championship wit Energy Corse awarded

by Energy Team United Arab Emirates. Kermanshahchi is second with Lucas Petersson to follow.

After the race David Bright says:

"Compliments to all those who have taken part in the 2016 ​​ Dubai O-Plate. They have been hard days of racing. It is wonderful to see new young classes such as the Bambino and the Micro that are becoming more popular with bigger grids. " "A special thank you to all the race officers and collaborators who work behind the scene and help to make this event successful, obviously, we still need to work on some aspects of the show. However we hope that the next event in 2017 will be even better. Last but not least, we thank our sponsors, without their contribution this even wouldn’t be as prestigious and gratifying for the winners. Our thanks also to Mick Panigada and Kevin Day from Energy, Sanad Shannak and Suleiman Al Rawahi from Birel Art, to Gulf Sport Barry Speranza and Martin Speranza, Guy Sheffield and Tony Kekati from Al Ain Raceway."

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DUBAI O-PLATE CHAMPIONSHIP 2016

PHOTO SOUVENIR FOR ALL THE AWARDED

SEAN BABINGTON, OPEN

MICRO MAX CLASS

RESULTS MAX Final: 1) 345 Fraser Rose; 2) 307 Pasqual Pook; 3) 315 Jakob Robinson; 4) 320 Abdullah Al Rawahi; 5) 337 Lewis Brown; 6) 379 Ahmed Al Khamisi; 7) 323 Taher Barbhaya; 8) 300 Hussain Umid Ali (DNF) MINI MAX Final: 1) 134 Shihab Al Habsi; 2) 108 Hamda Al Qubaisi; 3) 163 Liam Crystal; 4) 121 Lachlan Robinson; 5) 111 Ziggy Kermanshahchi; 6) 102 Gaia Eichenberger; 7) 109 Esteban Masson; 8) 180 Connor Donovan; 9) 133 Theo Kekati (DNF); 10) 101 Yusuf Moola (DNF); 11) 193 Amir Al Najjar (DNF) OPEN CLASS Final: 1) 607 Sean Babington; 2) 637 Ali Al Najjar; 3) 600 Hussain Umid Ali; 4) 612 Maz Nawaz; 5) 639 Alexandros Annivas; 6) 616 Abdulla Al Ali (DNF); 7) 671 Walid Al Qassemi (DNF); 8) 677 Stura Alessandro (DQ); 9) 602 Karl Massaad (DQ) DD2 Final: 1) 420 Sanad Al Rawahi DD2 MASTERS Final: 1) 569 Kevin Day; 2) 555 Anthony

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Hogg; 3) 504 Hussain Umid Ali; 4)501 Jonathan Mowatt (DNF) JUNIOR Final: 1) 293 Tehmur Chohan; 2) 200 Taymour Kermanshahchi; 3) 224 Lucas Petersson; 4) 280 Khalid Al Wahaibi; 5) 201 Nicolas Dimitriou; 6) 278 Amna Al Qubaisi; 7) 219 Omar Alami; 8) 253 Marcus Lee Marker; 9) 299 Noah Kruegel; 10) 234 Denis Bahar; 11) 222 Logan Hannah; 12) 265 Naomi Pitzer; 13) 208 Enzo Fontanella; 14) 244 Eliot Jones; 15) 216 Tara Eichenberger (DNF); 16) 255 Karl Pitzer (DNF) MICRO MAX Final: 1) 4 Nadim Khneisser; 2) 23 Marcus Amand; 3) 33 Maxwell Dodds; 4) 5 Diaraf Keinde; 5) 21 Finn Farrell - Morton; 6) 86 Mohamed Al Habsi; 7) 88 Abdulla Al Qubaisi; 8) 8 Ali Al Shamsi; 9) 47 Anastassiya Safonova; 10) 26 Oscar Mcelroy; 11) 55 Archie Sampson; 12) 30 Matthew Hunt; 13) 77 Luis Velasco; 14) 44 Kris Knopjes; 15) 7 Haaroon Hassan; 16) 10 Fahad Al-Khaled; 17) 11 Ahmed Al Saadi (DNF); 18) 9 Fahad Al Rawahi (DNF); 19) 90 Valerio Rinicella (DNF)

In the other classes, San Babington storms off to lead in the Open, winning with an enormous lead over Ali Al Najjar. Hussain Ali Umid is third over the line.

Sanad Al Rawahi takes maximum point and wins the DD2 final ahead of DD2 Masters winner Kevin Day while Anthony Hogg following in third.

Shihab Al Habsi takes home the Mini Class win lwith Hamda Al Qubaisi tailing him over the line, while Liam Crystal is third to the chequered flag.

In the Micro class, Nadim Khneisser surprises the paddock. On podium with him we see Marcus Amand and Britain’s Maxwell Dodds who comes up after a long hard battle against his rival Diaraf Keinde.

Rashid Al Dhaheri wins the O-Plate in the Bambino Class for the third consecutive year.

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

300x300_energy_annuario_Vroom.indd 1

01/12/2015 14:51:34

RACE

FLORIDA WINTER TOUR SOFINA (USA) 17th JANUARY 2016 - ROK RD. 1

!

R A L U C A T C E P S HAT UR T O T F T HE N T E R ND O NE O ND O F I W OU IDA ROU F L O R A R Y F O R H E FIR S T R K FIN A L , E H T O JANU D OF ACE T T HE R A ND T HE ROUN END, 14TH ONISTS R DURING T S U R I G Y O DS THE F IRST WEEK HE PROTA N SUNDA AY THE CL E DUEL S R O F T O F ER G W E ET TIN OVER THE RY, WE SE GANISERS S WIPED A FINAL, WH S E H R Y IS T B OT H ANUA S FOR O NG WIND RING THE S.COM' M EDWA DRIVERS D, 21ST J E E RO DU L NE W P B S S RO EN OF ILY T DRIVING ANKARTING P K A MI K R I E E C W E M B E U I W F G D M .L AD TED A COND AT NU E S TE A C TICE E EXCITIN HINDEL/CAN HOM RS A GRE ER THE SE FALL CREA OTA X PR A M C S O Y S V TE COD R ED IN REGIS ENT AND O EAV Y R A RING THE RS WATCH CL ASS. BY H U V .

H O T E ROK TA X EVEN E FRIDAY D . SPEC TAT NS IN EAC I O TH R ULED E N HE W TH AIN O AS SCHED LUE TO T G A E VA THEN OES ON MOR G E V W A O SH LE S G BAT T A ND

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ROK

Carmenate (134) wins the final sprint in Mini Rok. Danny Formal (437) loses the final duel with Garrison in the Shifter class.

Mini Rok podium.

Opening page Rubens Barrichello and Nelson Piquet J working hard in the Shifter Rok

SHIFTER GARRISON RUINS THINGS FOR DANNY FORMAL Austin Garrison comes up fast from the rear; he takes Danny Formal who practically believed that he had already pocketed the win by surprise. Danny Formal was brilliant in the heats but his chances of winning the final faded when Garrison closed in on him and he was unable to fight back. Rubens Barrichello completes podium just two seconds behind as Danilo Dirani and AJ Myers complete the top five. Victor Jimenez is the driver to beat in Masters; he' s overall 13th and gains the ROK Shifter Masters with Patrick Otto Madsen and Jayson Nazario to follow.

ROK SENIOR Controversy in Rok Senior with some drama in ROK Senior leader Kyle Kirkwood withdraws from the pre-final with a broken chain and has to starts from grid 23 for the final.

After the early laps Kirkwood starts gaining places lap after lap over the 25 lap event. His team mates Olin Galli and Alain Sisdel have a good margin' s ROKlead, but by lap seven Kirkwood is third and gets ready to chase the leaders. He' s half a second faster than

his rivals, he catches up with Sisdeli with five laps to go, they race side by side into the Carousel, Kirkwood is forced wide, unhappy with this move, Kirkwood sends Sisdeli wide in corner one on the next lap and started chasing the leader Galli. They fight wheel to wheel and on corner 5 exit Kirkwood takes a shortcut off corner 6 and takes over the lead and stays there to the flag. However he gets two penalties from race marshals and the win goes to Galli with Sisdeli and Ryan Norberg completing podium.

ROK JUNIOR FIRST TIME FOR D' ORLANDO An exciting ROK Junior with several different leaders, in the end Michael d' Orlando beats Antonio Serravalle and takes home his first ROK Junior win.

Serravalle pulled away from the pack to the middle phase of the race, but his tires betrayed him before the end of the race. Defending class champion Mathias Ramirez is third over the line.

MICRO & MINI BENIK KARTS SWEEP MICRO AND MINI ROK Exciting action on the track from the youngest class, three drivers in MicroRok drive like veterans. Britain' s Oliver Denny claims win over Jeremy Fletcher and Lucas Rodriquez.

In Mini-ROK Derek Carmenate drives to victory holding back Arias Deukmedjian and Jak Crawford. Half way through the race red flag goes up for an

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FLORIDA WINTER TOUR

accident. The race resumed setting up a seven-lap sprint with Carmendale gaining P1 on final lap.

MATOS PERFECT IN ROK MASTERS Ex-IndyCar driver Raphael Matos has no rivals at Homestead, he races undisturbed, 17 seconds ahead of his rivals. Worth of a mention the duel for second place: Anthony Honeywell beats Adam Pettit to the flag.

RESULTS

Raphael Matos ex IndyCar driver leads in Rok Masters; Top. Austin Garrison (429) final duel winner with Format.

Robert Wickensis (416) DTM protagonist with Mercedes has the satisfaction of taking top podium step of a karting event.

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JUNIOR ROK 1) 251 Michael Dorlando; 2) 278 Antonio Serravalle; 3) 258 Mathias Ramirez; 4) 201 Gianluca Petecof; 5) 288 Pedro Lopes; 6) 208 Nicholas Sanchez; 7) 218 Matthew Latifi; 8) 299 Arias Deukmedjian; 9) 269 Aidan Keel; 10) 216 Ryan Macdermid; 11) 280 Gabriel Paturle; 12) 213 Diego Ramos; 13) 291 Eduardo Barrichello; 14) 250 Jett Noland; 15) 211 Pedro Goulart; 16) 257 Tyler Gonzalez; 17) 214 Dylan Tavella; 18) 222 Max Hewitt; 19) 215 Nicholas Dorlando; 20) 230 Lachlan Defrancesco MASTERS ROK 1) 602 Rafa Matos; 2) 677 Anthony Honeywell; 3) 614 Adam Pettit; 4) 613 Daniel Rieger; 5) 621 Cristian Saa; 6) 632 Evandro Di Matteo; 7) 679 Janos Eiler; 8) 669 Ryan Gordon; 9) 657 Jorge E Borelli; 10) 671 Marc Julien; 11) 675 Josh Martin; 12) 676 Troy - Trei Smith MICRO ROK 1) 43 Oliver Denny; 2) 22 Jeremy Fletcher; 3) 95 Lucas Rodriguez; 4) 27 Freddie Slater; 5) 88 Nicholas Terlecki; 6) 72 Connor Zilisch; 7) 49 Noah Baker; 8) 51 Granger Perra; 9) 11 Brent Crews; 10) 6 Victor Cerrillo; 11) 24 Sebastian Guerra; 12) 7 Nikita Johnson; 13) 14 Jack Jeffers; 14) 77 Emerson F. Fittipaldi; 15) 71 Ryan Lue; 16) 48 Eli Trull; 17) 5 Miguel Costa; 18) 3 Leandro Juncos; 19) 76 Frankie Iadevaia; 20) 2 Tanner Garvin MINI ROK 1) 134 Derek Carmenate; 2) 190 Arias Deukmedjian; 3) 152 Jak Crawford; 4) 173 Anthony Willis; 5) 131

Ryan Rackley; 6) 174 Tyler Maxson; 7) 153 Enrico De Lucca; 8) 155 Reece Gold; 9) 124 Felipe Bartz; 10) 141 Fernando Barrichello; 11) 137 Diego Contecha; 12) 132 Justin White; 13) 122 William Robusto; 14) 139 Alejandro Cerrillo; 15) 170 Andrew Maciel; 16) 148 James Egozi; 17) 162 Matheus Morgatto; 18) 165 Ashton Chilton; 19) 120 Donald Whorton II; 20) 142 Dillon Defonce SENIOR ROK 1) 304 Olin Galli; 2) 303 Alain Sisdeli; 3) 348 Ryan Norberg; 4) 328 Kyle Kirkwood; 5) 324 Victor Franzoni; 6) 347 Roman De Angelis; 7) 323 Jesse Krill; 8) 318 Stirling Fairman; 9) 359 Marco Di Leo; 10) 379 Facundo Chapur; 11) 369 Dominic Tesoro; 12) 317 Brandon Collins; 13) 320 Franco Carabetta; 14) 312 Ricardo Vargas; 15) 308 Gustavo Rafols; 16) 329 Sebastian Alvarez; 17) 351 Julia Boos; 18) 322 Zach Holden; 19) 397 Carlos Rodriguez Lopez; 20) 321 Jesse Tourino SHIFTER ROK 1) 429 Austin Garrison; 2) 437 Danny Formal; 3) 491 Rubens Barrichello; 4) 481 Danilo Dirani; 5) 428 Aj Myers; 6) 466 Don Whittington; 7) 409 Remo Ruscitti; 8) 438 Mayo Livingston; 9) 414 Gianfranco Mazzaferro; 10) 427 Andrew Bujdoso; 11) 493 Dominic Legrand; 12) 441 Jason Alden; 13) 425 Tyler Guilbeault; 14) 431 Cole Mathewson; 15) 477 Henrique Baptista; 16) 422 Collin Daley; 17) 494 Hayden Duerson; 18) 492 Christian Munoz; 19) 412 Augusto Soto-Schirripa; 20) 499 Nicholas Hargraves

RACE

FLORIDA WINTER TOUR SOFINA (USA) 24th JANUARY 2016 - ROTAX RD. 1

KYLE KIRKWOOD (328) TAKES HOME THE ROTAX SENIOR WIN TOO

ROTAX SENIOR KYLE KIRKWOOD UNSTOPPABLE As for the ROK also in the Rotax Max Kyle Kirkwood is there as the driver to beat after the heats on Saturday. In the final phase he comes up with much pressure from Jordan Lennox on Sunday, Howe ever, Kirkwood is first over the live with a good margin’s lead and stopping fastest lap too. In the end Canada’s Zachary Claman Demelo manages to come through the pack to grab third. Darren Keane and Zach Holden come home to complete the top five.

DD2 WICKENS HOLDS OFF ASKEW IN A THRILLING FINAL Already during the prefinal excitement abounds when pole man pole man Oliver Askew goes into a spin twice and an error earned him two time penalties for cutting through to regain his position after the formation line.

He dominates the prefinal but gets grid 13 start for the Final. Pole position goes to Robert Wickens. Wickens is off

to an early start, while Askew spins at corner 1 and drops to the rear. All eyes are on Wickens, he regains his focus and storms up through the pack taking his rivals one by one. On lap 15 he’s up behind the leader. Askew is about half a second faster than the leader, he chews up 3 seconds. Two laps from the flag, Askew galvanises the race, but Wickens still has a good margin on him and grabs a deserved win. On podium we see Colombia’s Christian Munoz.

Rubens Barrichello is sixth.

DD2 Master, Christian Cornejo holds back Luis Schiavo and Christophe Adams to grab win.

JUNIOR LEIST WINS, D'ORLANDO PENALISED Michael d'Orlando waits for the right moment to attack for Junior final win.

The surprise came when the race was over, tech checks handed win over to Brazil’s Arthur Leist. Michael D'Orlando gets first row start for the final next to pole man MacDermid thanks to a great prefinal performance where he came up

10 places. MacDermid is off to a good start but D’Orlando put pressure on him and overtakes on lap one bringing up with him Leist, Killian Meyer and Nicholas Brueckner so MacDermid is in fifth place. After shaking off Meyer, Leist passes to lead on lap eight.

D'Orlando tails him while further back come Meyer, MacDermid, Brueckner and Mathias Ramirez all that is left is fight for fourth. D'Orlando shadows Leist to the penultimate lap, then he makes his finning attack on Leist while MacDermid gets the better of Meyer and grabs third.

MINI MAX IN THE END FAIRBAIRN MAKES IT Jeremy Fairbairn leads the Rotax Mini-Max final up to the last lap, when he leaves a gap and allows Arias Deukmedjian through to grab first. An error in judgment and Fairbairn would have missed his win is Deukmedjian hadn’t been disqualified at the technical checks. Also Austin Torgerson and

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RACE

RYAN MCDERMID (216) IS FANTASTIC, POLE POSITION IN EVERY RACE OF THE ROTAX JUNIOR. IN THE FINAL HE'S THIRD AND STOPS FASTEST LAP. Matheus Morgatto are on podium. In Rotax Micro-Max, Josh Pierson gets the better of Rafael Camara and Diego Contecha who allowed the young driver from Oragon to gain is first win.

To conclude, French Christophe Adams grabbed win in the Rotax Max Masters after a hard duel during the early laps that knocked about the entire results.

Two accidents on lap seven allowed Adams to gain some advantage, while Rafa Matos leaves the scene on lap ten.

Scott Roberts and Michael Aboissa complete podium, both very fast in gaining places after coming throughout the pack after the accidents.

FLORIDA WINTER TOUR

RESULTS MICRO MAX 1) 14 Josh Pierson; 2) 88 Rafael Camara; 3) 37 Diego Contecha; 4) 22 Jeremy Fletcher; 5) 48 James Egozi; 6) 36 Justin Arseneau; 7) 2 Ashton Torgerson; 8) 69 Branyon Tiner; 9) 29 Enzo Scionti; 10) 43 Santiago Trisini; 11) 59 Juan Pablo Cepeda; 12) 84 Alex Yankowski; 13) 30 Vinicius Tessaro; 14) 1 Alex Popow; 15) 15 Miguel Costa; 16) 32 Isaac Canto; 17) 47 Defonce Karsten; 18) 7 Nikita Johnson; 19) 77 Emerson F. Fittipaldi; 20) 66 Jeronimo Berrio MINI MAX 1) 187 Jeremy Fairbairn; 2) 181 Austin Torgerson; 3) 162 Matheus Morgatto; 4) 121 Jade Hubert; 5) 188 Luca Mars; 6) 195 Elio Giovane; 7) 109 Noel Jesus Leon Vasquez; 8) 124 Thomas Nepveu; 9) 158 Sebastian Montoya; 10) 156 Diego Laroque; 11) 105 Juan Jose Diaz; 12) 170 Andrew Maciel; 13) 144 Aidan Fox; 14) 141 Fernando Barrichello; 15) 142 Dillon Defonce; 16) 118 Caleb Bacon; 17) 131 Dale Curran; 18) 152 Jak Crawford; 19) 133 Chloe Chambers; 20) 108 Manuel Junior JUNIOR MAX 1) 288 Arthur Leist; 2) 251 Michael Dorlando; 3) 216 Ryan Macdermid; 4) 210 Kilian Meyer; 5) 258 Mathias Ramirez; 6) 278 Harry Coulton; 7) 291 Eduardo Barrichello; 8) 225 Juan Diego Villacis; 9) 274 Nick Brueckner; 10) 269 Aidan Keel; 11) 294 Samuel Lupien; 12) 253 Riley Dickinson; 13) 222 Max Hewitt; 14) 220 Sergio Chrispim; 15) 279 Natael Cantin;

16) 250 Jett Noland; 17) 214 Dylan Tavella; 18) 218 Matthew Latifi; 19) 208 Christian Fliter; 20) 239 Andres De Alba SENIOR MAX 1) 328 Kyle Kirkwood; 2) 359 Jordon Lennox; 3) 313 Zachary Demelo; 4) 345 Darren Keane; 5) 322 Zach Holden; 6) 315 Luke Selliken; 7) 310 Mauricio Van Der Laan; 8) 301 Jordan Sherratt; 9) 330 Cedrik Lupien; 10) 314 Gianfranco Mazzaferro; 11) 300 Trenton Estep; 12) 323 Marcus Petersen; 13) 344 Christian Brooks; 14) 312 Matt Solarczyk; 15) 333 Rinus Van Kalmthout; 16) 371 Nicholas Hornbostel; 17) 319 Henry Taleb; 18) 305 Alain Sisdeli; 19) 318 Stirling Fairman; 20) 321 Jesse Lazare MASTERS MAX 1) 666 Christophe Adams; 2) 628 Scott Roberts; 3) 608 Michel Aboissa; 4) 690 Mario Barrios; 5) 670 Nick Tucker; 6) 685 Bobby Greene; 7) 611 Salvador Bortoni; 8) 677 Peter Courteau; 9) 618 Andre Duek; 10) 609 Daniel Robertson; 11) 619 Alessandro De Luca; 12) 602 Rafa Matos; 13) 606 David Shutiak DD2 MASTERS 1) 416 Robert Wickens; 2) 438 Oliver Askew; 3) 492 Christian Munoz; 4) 439 Luke Chudleigh; 5) 413 Marco Signoretti; 6) 411 Rubens Barrichello; 7) 407 Michael Mccarthy; 8) 425 Alessandro Bizzotto; 9) 468 Javier Gonzalez; 10) 412 Dev Gore; 11) 433 Salvador De Alba; 12) 481 Moises De La Vara; 13) 446 Jean Sebastian Herrera Martine

ROUND 2 OF THE SOFINA FOODS FLORIDA WINTER TOUR PRESENTED BY FIKSE WHEELS WILL BE HELD IN THREE WEEK'S TIME AT THE KARTING CIRCUIT OCALA GRAND PRIX NORTH FLORIDA. THE FWT ROK CUP IS ON SCHEDULE FOR 11-14 FEBRUARY WHILE THE FWT ROTAX MAX CHALLENGE IS THE FOLLOWING WEEK, 18-21 FEBRUARY.

Josh Pierson (14) on Micro-Max

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RACE

WINTER CUP KERPEN, GERMANY, 31.01.2016

New OK engines hit the scene Over the last weekend in January (30th and 31st January 2016), karting wakes up after the winter rest and comes alive at the circuit in Kerpen in Germany. All eyes are on the new OK engines. Despite the unfavourable weather conditions and rainfall, nearly 90 drivers distributed in 11 classes are present for the event. Bambini, KFJ, X30 Junior, X30 Senior, Rotax Junior, Rotax Senior, Rok Junior, Rok Senior, KZ2 and obviously the two new OK classes.

REPORT BY TIMO DECK - PHOTOS BY WWW.MOTORSPORT-XL.DE

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Bambini – Huerth wins the first heat but is unable to repeat himself in the second heat that goes to Luca Voncken (DS karting).Luca also wins Race 2 and 3. So Luca Voncken wins the special race with Nico Hantke.

Nick Klein-Ridder coming up behind to complete podium.In the Light class, Marc Schmitz makes the difference racing at the same pace as the protagonists of the Bambini class. Three fantastic wins. Further back Benjamin Brunner and Leon Bauchmüller follow him over the line.

Junior TaG – A good number of entries also in the Junior TaG, 22 drivers out of the X30, Rotax. Rok and one KF3.

The biggest class is the X30 with four entries where Luca Füngeling stops best time in qualifiers. Pole man repeats himself in race one, while in the other two Jan Hendrik Heimbach (CV Racing) leads and grabs final win ahead of Luca Füngeling and Gianni Meyer.The first out of the Rotax Junior is Jonas Wollscheid he grabs heat wins always in front of Isabell Bosselt and David

Formation lap, the biggest group, “Bambini” class during the formation lap in Kerpen;top,Heimbach (29) is final winner of the X30 Junior, the biggest line up in the TaG class.

Marvin Petruschinski (84) grabs first in the Rotax Max. Opening picture Senior TaG start

Kurth. In the Rok though, it’s the Stolle bros. Who set the pace with Vincent prevailing over his younger brother Benedikt. Levi O`Dey takes third.

OK Junior – Only 6 entries for the first official race with OK engines. David Brinkmann, third, he stops best time in practice and makes up during

the heats finning all three races on schedule. Two other drivers from the KSM team on podium, Leonard Apel and Doureid Ghattas. Track conditions certainly don’t help to get the most out of the new engines, but compared them to the TaG the Ok are about 1 second faster.

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RACE

Tag Senior – 24 entries in this class too and also on this occasion there are more entries in the X30. With two wins and a second place Tristan Gebhardt out of Iame drivers, gains top place on the scoreboard.

Alessandro Felber race 2 winner and e Luca Köster follow behind.

Out of the OK powered drivers present DJKM champion Bent Viscaal stops best time in practice. He dominates the three races and wins the special race leading on his team mate Lippkau. René Kircher is third on the final scoreboard.

In the Rok, it’s still the KSM Racing Team standard bearers who stand out with Marcel Lipp prevailing over Gilian Lipinski and Alexander Pleimes.

In Rotax Marvin Petruschinski leaves his mark with three wins to his credit.

Heinen and Jonas Fleury complete podium.

KZ2 – The gear class sees only 10 drivers on grid. Leon Köhler (KKC Racing), Richard Bub (KSM Racing Team) and Guust Specken (Gillard / TM) are the protagonists who grabbed wins in the three finals.

Best practice time stopp ed by Leon Köhler places him at the top of the scoreboard.

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WINTER CUP

KZ2 starting grid. Leon Köhler (7) storms off to lead from the lights.Right, JanVincent Stolle (62) wins of the two Rok Junior finals.

RESULTS BAMBINI

LIGHT WS: 1) 34 Schmitz 60; 2) 31 Brunner 54; 3) 33 Bauchmüller 48; 4) 32 Pauls 37,5 LIGHT WS LM: 1) 17 Bernard 58; 2) 18 Mustafa 49; 3) 15 Wiskirchen 47; 4) 16 Nehmer 45,5 WS: 1) 53 Voncken 58; 2) 70 Hantke 56; 3) 150 KleinRidder 47; 4) 56 Tohum 42; 5) 148 Enders 42; 6) 151 Nuredini 34; 7) 169 Bollacke 33; 8) 54 Rehberg 33; 9) 46 Rauer 32; 10) 57 Kölschbach 28; 11) 58 Hess 27; 12) 49 Unglaub 24; 13) 66 Wirtz 14; 14) 47 Bösing 11

KF3

1) 1 Weber CRG/TM 60

ROK JUNIOR

1) 62 Stolle FA/Vortex 60; 2) 63 Stolle Tony/ 52; 3) 65 O`Dey Tony/ 50; 4) 61 Unglaub / 45

ROTMAX JUN

1) 81 Wollscheid Sodi/Rotax 60; 2) 83 Bosselt Tony/ Rotax 52; 3) 82 Kurth Zanardi/Rotax 50

X30 JUN

1) 29 Heimbach Tony/IAME 58; 2) 21 Füngeling Tony/ IAME 51; 3) 32 Meyer Tony/IAME 50; 4) 26 Damhuis Kosmic/IAME 43; 5) 33 Schütze Intrepid/IAME 43; 6) 24 Kölsch Tony/IAME 40; 7) 34 Lindner MadCroc/IAME 29; 8) 22 Elter Formula K/IAME 28; 9) 30 Stienemeier Tony/IAME 27; 10) 35 Krasniqi Kosmic/IAME 24,5; 11) 31 Wischlitzki Mad-Croc/IAME 23; 12) 27 Wiskirchen Tony/IAME 22; 13) 23 Rausch DR/IAME 19; 14) 36 de Heus Maddox/Iame 18,5

KZ2

1) 7 Köhler Gillard/Modena 54; 2) 9 Specken Gillard/

TM 53; 3) 1 Weering CRG/TM 49; 4) 10 Hartmann DR/ TM 45; 5) 3 Abt Mad Croc/TM 39; 6) 4 Feist Sodi/TM 38; 7) 8 Bub Tony/Vortex 34; 8) 11 Latkovski Tony/Vortex 22; 9) 2 Herde Tony/TM 20 GENTELEMEN: 1) 70 Bense Tony/TM 409

OK JUNIOR

1) 44 Brinkmann Tony/Vortex 60; 2) 45 Apel tony/ Vortex 49; 3) 50 Ghattas Tony/Vortex 46; 4) 46 Scott Tony/Vortex 43; 5) 42 Fusen BirelArt/TM 35,5; 6) 49 Schulte BirelArt/TM 34,5

OK SENIOR

1) 42 Viscaal / 60; 2) 41 Lippkau / 52; 3) 45 Kircher Mad-Croc/TM 45; 4) 43 Norris tony/Vortex 41; 5) 44 Judek Tony/Vortex 30

ROK SENIOR

1) 62 Lipp Tony/Vortex ROK 60; 2) 63 Lipinski Tony/ Vortex 54; 3) 61 Pleimes tony/Vortex ROK 48

ROTAX MAX SENIOR

1) 84 Petruschinski /Rotax 60; 2) 83 Heinen Tony/Rotax 52; 3) 81 Fleury Wildkart/Rotax 34

X30 SENIOR

1) 26 Gebhardt FA Kart/IAME 58; 2) 23 Felber Tony/ IAME 49; 3) 24 Köster Exprit/IAME 47; 4) 28 Voges Intrepit/IAME 41; 5) 33 Ferres /IAME 40; 6) 39 Bollacke Tony/IAME 34; 7) 29 Lehner Mad/IAME 34; 8) 30 von Danwitz Kosmic/IAME 33; 9) 22 Kannegiesser Kosmic/ IAME 30; 10) 25 Thiele Intrepit/IAME 29; 11) 31 Himmels / 27; 12) 21 Lutermann CRG/IAME 23; 13) 27 Weisshuhn CKR/IAME 23

TRACK TEST EVOKART-TM

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Stiffer-front TRADITIONAL DESIGN FOR THE EVOKART ALEN CHASSIS, BUT WITH THE FRONT CROSSPIECE MEASURING 32 MM AND THE OTHER SECTIONS 30 MM. LET’S SEE HOW IT WENT IN LONATO WITH THE NEW OK ENGINES BY TM. TEXT BY MAURIZIO VOLTINI – PHOTOGRAPHS BY DOMENICO PAOLICELLI

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TRACK TEST EVOKART-TM

This winter, thanks to unseasonably milder temperatures, the trials on the renovated South Garda track in Lonato continued with an intense schedule. This was not only due to the desire to explore the new features of the longer track, but also to test the new 2016-2024 engines. In particular, these “new engines” also include the OK class models, the new single gear direct-drive versions to replace the previous KF models.

The Evokart team was among those testing the circuit: a trademark looking for a high level relaunch with its latest chassis, on the track with their official driver Marco Maestranzi. With the owner Antonio Penna, the TM managers were also in the team tent, due to the fact that the latest Pesaro engine for the OK class was being tested on the track. We managed to get a spot to watch the tests, and find out a little more about this kart and how it performs.

“I HAD A POSITIVE IMPRESSION OF THE NEW OK ENGINES AND OF THE BRAKES.” The official driver Marco Maestranzi and “patron” Antonio Penna posing with the Alen model by Evokart, with their two assistants Giulio and Nicola

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EXPERIMENTAL ENGINES At least one premise is more or less obvious: because these tests were carried out to “learn” something more about the features and performance of this new type of propulsion unit and how to better adapt it to this racetrack in the Brescia province, several different configurations of the TM S Senior (to distinguish it from the Junior model without a valve on the exhaust) were tested, using different, totally experimental arrangements. The TM managers politely asked us not to test these propulsion units directly, for their reasonable concerns about confidentiality (the manufacturer obviously does not want its experimental engines being driven by anyone else except its own official drivers) as well as because the “transfer timing” for these engines are different from those for sale to the public, and therefore any impression that we may have gleaned from the experience would have been inappropriate.

As a consequence we relied on our visual impressions and the direct feelings of the official driver, Marco Maestranzi. All this without forgetting that the Evokart chassis model Alen was a new product as far as our tests were concerned.

What made the body stand out,

In addition to the front crosspiece with a larger diameter, you can mount additional bars (various types) at the front of the Evokart Alen as well as in the rear. It also mounts a bigger floating brake disc rigid. It is also for this reason that the team “plays” with 4-5 types of front bars, the standard type being a normal round steel tube.

THE DRIVER’S OPINION

which otherwise would have had a decisively traditional design, was the fact that among all of the 30mm tubes there was also one measuring 32mm: the front crosspiece. This was a decision evidently based on the idea of less flexibility in the front, which in practice translates into better directionality. But it also ensures the same effect which in other karts is produced by mounting the regular supplementary front bar through the use of bars that are less

As previously stated, we relied on the opinion of the official driver, Marco Maestranzi. Our first question was about his impression of the OK engines, since he was the Italian KF champion. «I liked the new OK engines by TM. In all honesty, I did not find any extreme changes in driving. But what this kart has which is nice is the fact that it is immediately ready when you hit the gas, and it also responds very quickly from halfway up», was the first response from the Trentino driver. And how about the presence of only rear brakes, in light of the fact that the front manual brakes are now prohibited on the direct drive karts? «I didn’t have any problem. But I should also say that VROOM INTERNATIONAL MAGAZINE 63

TRACK TEST EVOKART-TM

With some insistence, Giulio and Marco managed to start the TM S Senior engine, the new direct drive model made by the Pesaro-based company for OK class without having to lift rear wheels

DRIVER 20 year-old Marco Maestranzi From Giustino (Trento) Italy He started racing in 2009 with the KF3, some of his most important successes include KF2 Italian Championship in 2014 and the race in Las Vegas that same year, where he took second in the USA the following year.

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ALL 30 EXCEPT FOR ONE Created by CRG, as it states in the official approval form, as previously stated the Evokart Alen chassis is characterized by a 30mm section measurement for all of the tubes that make up the frame, with the exception of the front crosspiece, which has a diameter measuring 32mm. For the remainder the layout is basically traditional, with 9 curves and double bends in the long beams that run parallel adjacent to the fuel tank. The wheelbase is 1042 mm and it is possible to mount the supplementary reinforcement bars both in the front and rear. The rear disc brake is in a generous size and floating type.

for me it was not something new, because in Las Vegas, where I have been racing for the past few years, front brakes were not allowed». It was actually a pleasure for those of us watching to see how intensely Marco used the rear brake, with aggressive interventions that often resulted in slight blocking or skidding while braking. Naturally we also wanted to know something more about the

overall performance of the Evokart Alen, beyond the effects of the single mechanical adjustments: «As far as the features of this Evokart chassis are concerned, I can certainly say that it has a good turn insertion. Personally, I also found it quite easy to drive».

From the testing on the track it was also easy to see that this chassis responded well and quickly, what was expected based on previous

TECHNICAL DATA SHEET CHASSIS

EVOKART ALEN

CIK APPROVED

43/CH/20

CHASSIS HEIGHT

FRONT MEDIUM/LOW, REAR LOW

TRACKS

FRONT 120.5 CM, REAR 139.5 CM

SUPPLEMENTARY BARS

FRONT THIN IN TEFLON, REAR ABSENT

TOE

OPEN 2 MM

CAMBER

OPEN BOTTOM 6 MM

CASTER

NEUTRAL

AXLE

TYPE H STANDARD Ø50X2X1030 MM

THIRD BEARING

NOT FIXED AND WITHOUT GRUB SCREWS

HUBS

STANDARD IN MAGNESIUM

ENGINE

TM S SENIOR

CIK APPROVED

30/M/24

CARBURETOR

TILLOTSON HC-112A Ø24 MM

RATIO

01/12/80

experience, with the changes made to the setup over time.

At this point we can only wait for the first challenges on the racetrack to see the Evokart team, TM OK engines and Maestranzi driving, with everything that this chassis demonstrated was possible on “hot” racetracks with the right tires, even more so in the spring than in the earliest races of the year.

THE DIRECTIONALITY OF THE CHASSIS PERMITS KEEPING THE CASTER ANGLE NEUTRAL

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TRACK TEST EVOKART-TM

TELEMETRY WITH OR WITHOUT PLATE?

Confidentiality issues already mentioned herein meant that we were also limited from the standpoint of telemetric data collected using Unipro 6005 instrumentation. But we were able to glean some information that provided useful indications for those using a “made in CRG” chassis like Evokart. We are referring to that small triangular plate that can be seen mounted in front of the card supporting the left bearing of the rear axle. This is a small element, but it plays a primary role in the rigidity in this area.

With the help of the graph reported here on the side, it can be seen that when this plate is removed (red line) the result is a faster lap. In particular, it obtains faster speeds coming out of the curve (especially the tight turns) in respect to when the plate is mounted (green line). Nevertheless, it can also be noted that the kart performs better initially, but performance worsens as the laps continue, when it then begins to slide excessively (after all, the chassis is already “free” on its own), also demonstrating more difficult braking and insertion into the curve (except for a blocking fault that could have also compromised the best “green” lap).

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ADDRESS EVOKART SRL VIA LUDWIG VAN BEETHOVEN 110/G 42122 REGGIO EMILIA, ITALY TEL 0522-279712 - FAX 0522-279547 E-MAIL: EVOKART@EVOKART.NET WEB: WWW.EVOKART.NET

GARAGE NEW KG AND RR AIR FILTERS

A NEW GENERA OF AIR-BOX THE TWO ITALIAN MANUFACTURERS OF AIR FILTERS FOR KARTS OFFER NEW MODELS WHICH ARE A STEP FORWARD IN TECHNOLOGY

BY MAURIZIO VOLTINI

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TION

In this start of 2016, we have talked about the new Cik type-approvals a lot; as a reminder, these do not just involve class OK and KZ motors but also relative accessories such as carburetors, ignition and silencers. This latter category also includes filters for the motor intake air, seeing as how they, for the international Federation, have mainly acted as intake silencers since being regularly introduced.

Even though motors with lamellar drive used almost universally are less problematic from this point of view than the rotating valve ones, some fairly strict limits have been set. And what' s more: an obligation has also

been added to ensure filtering of intake air, that too with precise parameters to be complied with.

At a general technical curiosity level, we would like to remind you that, despite acting as a slight brake to the passage of air, filters offer benefits not to be underestimated due to the fact that you take clean air into the motor. It is fairly intuitive that, knowing the conformation of 2-stroke engines, having dust or even sand going directly towards crankshaft bearings is not really

positive, for engines that are almost always normally above 10,000 revs¼ O n this point, let' s just think that Formula 1 engines have been equipped with air filters for years even though there are no rules set on the matter. Amongst other things, this because they have seen that engines have more power in the second half of the race than without the filter. All the dirt sucked in by the ª snorkelº ruins the inner part of the engine; not to mention the highly different probability of failures resulting from sucking in (or not) things like pebbles or bits of rubber.

That' s why in F1 too (also on the Prototypes of Endurance World Cup and in all racing cars) air filters are used with no regulatory obligations.

After this small (but hopefully interesting) technical extra, let' s go back to the karting world to highlight that it is not easy to comply with the limits set by the Cik from both an acoustic and a filtering point of view, while ensuring the best motor performance.

These factors were mentioned by both manufacturers who had those components approved in this round, that is KG of Giacoletto and Righetti Ridolfi. The managers of both Italian brands led us to understand how they have truly done their utmost to offer ª cutting-edgeº p roducts, combining the various needs as well as possible; obtaining parts that are a significant step forwards when compared to previous ones.

To make it clear to you how it is not at all easy to create current air filters, and to properly describe these novelties affecting all kartists, we have decided to include the explanations given to us by both the firms involved.

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GARAGE NEW KG AND RR AIR FILTERS

«The kartist can find everything needed in our filter packs - plugs, bushing, split pins and, above all, the new rain protection. This is a

KG Nitro 23 and 30

DAVIDE GAGGIANESI

transparent cupola easy to mount and fit and blocked by two split pins, designed to provide a well made product when it rains too.

Nowadays, they all attach oil cans with tape or use similar solutions which don' t make much sense in 2016 and really aren' t very professional. So we have made an additional mould for this semitransparent protection, which even in fiche is an option for races called ª wet racesº ».

«We have invested a great deal in this project - says Gaggianesi doing it all from scratch. For example, seven new moulds for plastic and rubber plus one for an assembly cradle offered separately. I

Just after the type-approval procedures

am not even sure that the sale covers the expense, but we do it for

had been completed, we were able to

the sake of manufacturing completeness. In any case, we tested it

talk to Davide Gaggianesi, former top

a lot to optimise yield and have the least load loss possible; in fact,

level driver and with KG of Pierluigi

much less than what is currently available on the market. Moreover,

Giacoletto for some time now. The

the lab certifying the powder filtering capacity has verified a

company specialises in producing

94/95% filtering capacity against a minimum of 85% required by

plastic parts for karts, from bodywork

regulations. If we wanted to, we could even exceed 99% (with filters

to various sectors including air filters.

in a different material and with a different number of inner folds)

Davide was obviously keen to describe

but that would be useless as it would compromise the passage of

the novelties in the new Nitro 23 and

air. From this latter point of view, we have improved it by over 80%

Nitro 30 models, intended respectively

for the 30 mm, and I feel that' s a really surprising result».

for the direct drive and gear classes;

«During development, we created several prototypes. All tested

where the number identifies the mm

in a lab near Turin specialised solely in the intake of combustion

diameter of the inlets.

engines and on filters in general (thus for industrial purposes too).

It' s a lab managed by former Fiat technicians which enabled us to check that constant flow measurements are not really reliable; given that the real motor intake causes a ª pulsedº flow. We did all the initial ª roughingº in-house with the CFD (that is computer, simulation software, editor' s note) which proved excellent on a small group like a filter, giving me a really small error margin with what happened in the lab with prototypes. So even the profile and length of inlets was developed in-house with the CFD, without using an external company».

«All complying with the phonometric test requiring 15 db lower: somewhat difficult to achieve because when we perhaps fitted the limit, we lost performance. However, in the end we found a solution with less loss, though complying with acoustic absorption.

To do that we had to test the shape and the thermo-compressed materials in the sound -absorption panel, decidedly expensive.

In fact, we use a bi-component panel with two sound-absorption materials to dampen the sound vibration as much as possible, really difficult, especially at certain frequencies. Regulations require that the average of the various frequencies between 100 and 5000 provide a lowering of at least 15.0 db, in a test performed three times: with the 23 mm we are at 16.5 and with the 30 mm at exactly 15.0. But we worked a lot before obtaining that limit value, going to the lab several times. To be truly regular and not just in specific situations, so the product on sale is ª safeº . We are at the limit with the 30 mm, however ª insideº ; so as not to sacrifice and to maximise performance that the load loss figure provides in toto».

«For the practical tests we benefited from and help and kindness of some engine manufacturers we have good relations with. At first,

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test results were negative at times, but they helped us understand that it is all a question of volumes between the upper and lower parts of the inner filter. The relationship between the two chambers must function like a pump to maximise capacity. The ratio between the volumes of the two chambers proved fundamental for a correct supply.

Otherwise you can get exceptional ª highsº , but with a hole at the gas pushing, especially when you thrust it open suddenly, the way you drive a kart.

So having done the least load loss possible, you need to identify volume or better the correct ratio between the two chambers. The end product offers a similar performance up to 9000 revs compared to current leader products. But after that the power curve remains decidedly higher until the motor stops supplying. I' m just sorry there are no power graphs available to demonstrate all that as they are confidential manufacturer parameters».

KG Nitro 23 and 30 air filters have a double straight/tilted, rubber coupling and 20° tilt. They are sold to the public in glittery silver for 89 euro plus VAT (in Italy). From a manufacturing point, you can see the finer aspects such as the threaded steel inserts drowned in plastic, instead of just simple selfthreading screws that gives longer life.

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GARAGE NEW KG AND RR AIR FILTERS

Righetti Ridolfi Active 23 and 30

MAURIZIO RIGHETTI Moving from Turin to near Verona, thinks remain basically the same, Righetti Ridolfi owner, Maurizio Righetti and his brother Giampaolo, confirm how these latest air filter Active 23 and 30 (here too the names refer to the diameter of the º trumpetsº ), was not as simple as one might think.

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«At first sight, an intake silencer can seem to be a simple accessory: two shells with a centre filter and that' s it! In reality, it is an extremely complicated part to make. It has to be efficient, adapt to many motors and pass strict filtering and noise tests set by the CIK-FIA. The ª road mapº that led to production of the Active intake silencer, in the versions 23 mm for single speed categories and 30 mm for categories with gearbox, was quite demanding. We started the first sketches of the new Active at the start of 2015, wanting to revolutionise the ª intake silencerº in how it had been designed till then».

Righetti highlights the development areas on which they had thought of working: «There were four main points on which to start working. First, transform the filter from ª passiveº to ª activeº , factor that would have brought huge benefits to performance.

Second, connect the two ª overflowº outputs of the Dell' Orto carburettor to the filter box, to equal internal pressure: carburetion would have benefited considerably. Third, direct 50% of the incoming air flow to the carburettor. Lastly, fourth point, bring the carburettor closer to the filter box».

«Point ª 2º , unfortunately, was abandoned as it was not specifically allowed by regulations. Let' s say it was in a ª grey areaº of the typeapproval regulations, so we preferred abandoning this solution to avoid problems.

The most demanding job was the choice of intake dutchs: having to convey as much air as possible inwards, we concentrated on inlets with a wide mouth, to increase flow speed at the smallest diameter point».

Use of highly advanced data acquisition and two pressure sensors placed inside and outside the air-box enabled us to understand which intake design had the best benefits. Data acquisition was able to record inner and outer air-

For maximum efficiency, we advise installing the Active intake silencer with perfectly horizontal inlets».

«So we only needed to solve the connection with the carburettor. Two targets pursued: bring the carburettor closer to the filter box and eliminate any vibration transmitted by the filter to the carburettor, main cause for the fuel ª foamingº . The solution found is a very slim, rubber collector large in diameter.

The large diameter adopted, besides interrupting vibrations, has the benefit of bringing the carburettor really close to the filtering body, improving performance at medium/low speeds».

«The filtering insert used in the Active

box pressure 1000 times a second, that is 4 times each rev of the motor shaft at 15,000 rpm. Our target was a zero or higher pressure ª deltaº , hence causing an air-box overpressure. Three nut models achieved this result».

«The other problem to be solved was carburetion of the motor ª by earº usually performed on the trestle. The shape of inlets able to create a positive delta with the kart at speed, in fact, considerably penalised air intake with the kart not moving, causing really reach carburetion. We realised that it was just about impossible to get both targets; that is the right carburetion with the kart stopped and overpressure at speed: the former would have been too reach and the second too poor.

So we chose intermediate inlets offering the best compromise».

«The filter box was redesigned dozens of times. We chose from amongst over 20 models all created as fast prototypes.

We wanted a light, better performing air-box, that considered feedback from motor preparers and manufacturers. We had to bring the carburettor closer, direct the intake dutchts, balance the two chambers, all staying within the limits of 4 litres maximum of volume required by regulations».

«The solution with the two dutchts overlapped, adopted at first to leave more space for the driver' s legs, then proved to be very effective for performance: besides permitting 50% of intake flow towards the carburettor, it also gave the best performance.

Colours available initially are red, blue and black; other colours will follow. Like the NOX models, chrome-plated inlets are also available, weight: 970 grams. The rain protection cover is availabel as an optional; the rapid spring connection comes with the standard equipment.

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intake silencer is taken from the NOX model. In fact, it already had unequalled filtering performance except for increasing cartridge size. The frame is built in a polyamide compound loaded with mineral powder, resistant up to 240°C: this guarantees size stability in all seasons and enables the filtering part to be glued well. The filtering fabric is an extremely technical, expensive material. The base is polyester but the main characteristic, not visible to the naked eye, is the surface covered by microscopic hairs, loaded electro-statically, which withhold the smallest particles before they can clog the filtering micro-holes. This solution enables better filtering and longer times between cleaning cycles».

«For what concerns ª measurableº performance, at the flow-meter we had a 2.05% improvement compared to the NOX model. Intake tests had the following results: initial efficiency 99.3%; efficiency after introducing 50 grams of powder 90.3%. And that is a considerable, disproportionate quantity of powder, unlikely, compared to real use situations».

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«The Active model is sold with the connector in straight rubber, suited for motors with a carburettor inclined from 14° to 22°, practically all motors built up to 2015. In the new 2016 typeapprovals, we have a great variety of carburettor inclinations. We have thought of building a second inclined connector enabling assembly of the filter on motors with an angle between 2° and 12°, or (rotating 180°) from 22° to 32°. Lastly, another solution benefiting Active filter practicality is that it is sold complete with a practical front spring hooking system. Hence, the old fixing systems with cradles and elastics can be pensioned off. A screw-on ª rain coverº is also available in the same colours as the intake silencer».

www.uniprolaptimer.com

Specifications Pressure range: 0 - 5 bar (72.5 psi) Resolution: < 0.0002 bar (0.0029 psi) Typical accuracy: < ±0.01 bar (0.145 psi) Wasted air: 0.8 cm3 (0.05 inch3) Temperature range: -40 .. +115 °C (-40 .. +239 °F) Resolution: 0.02 °C (0.036 °F) Accuracy: < ± 0.5 °C (0.9 °F) in the range 0 .. 60 °C (32 .. 140 °F) Accuracy: < ± 1.5 °C (2.7 °F) in the range 60 .. 115 °C (140 ..

239 °F) Pressure units: bar, mbar, psi, HPa, Torr Temperature units: Celsius / Fahrenheit Memory: 20 tires set including asphalt temperature Dimensions: 72.5 x 104.3 x 19.0 mm (2.85” x 4.11” x 0.75”) Display: 128 x 128 pixels, 4 gray tones, bottom view (6 o’clock) Material: Anodized aluminium

Un

UniTire o r IR ip Precision Pressure Gauge

UniTire - IR combines lots of new ideas never seen before in a tyre pressure gauge.

First and foremost, it is accurate. Instead of a normal air pipe between the handle and the gauge, UniTire uses a flexible cable. So all the air usually wasted in the hose, is no problem in UniTire. Put the air pressure sensor in the handle and no more air is wasted.

The angle of the same handle is positionated in a way that it allows easy access to the tyre valve and dual valves for letting air out. The handle can be used by both left and right handed users. If a lot of air as to be let out, both buttons can be pressed at the same time.

Standard pressure range is 0-5 bar.

Another unique feature is the stealth mode for “secret” tyre pressure operation.

Crafty competitors no long need to try and hide the pressure gauge!

electric karts

PART 3

ELECTRIC ADRENALIN LET’S FIND OUT HOW AN ELECTRIC KART IS MADE BY ANALYSING ONE OF THE LATEST PROPOSALS FROM A GREAT, TRADITIONAL KART MANUFACTURER: CRG E-DRENALINE

by Walter Gucci

e thoroughly analysed rom the political and technical points in the last issues of Vroom the reasons behind foreseeing that electric karts will be used in racing and not just for “rental”.

76 VROOM INTERNATIONAL MAGAZINE

3

WE

also need to point out how reasoning on electric propulsion on a kart is not purely theoretical: electric karts have been manufactured for some time now, though almost only to be used for rental on indoor tracks.

But, the leap towards a more “racing” use is not bottomless. It really boils down to just installing more performing motors, not to be used only to cover long distances with no problems. Clearly, this latter factor is fundamental for those managing a fleet of karts in a rental plant. But is much less basic when talking about races where the primary need is to go as fast as possible. Above all, that we are close to having an electric racing kart is about to be confirmed by a certain “movement” in the sector; leading to creation of a real national championship - currently at university level reserved for electric karts and small “Junior” single-seaters.

We will definitely keep you updated on how things develop; it would give the sector an incredible boost.

PRESENTED A YEAR AGO At this point, for our third part on electric karts, we have decided to illustrate how a vehicle of this type is created. We have analysed one of the sector’s latest representatives under our magnifying glass: the CRG E-Drenaline, an interesting vehicle from many points of view. First, it is symptomatic that one of the world’s main racing kart manufacturers has wanted to dedicate itself to creating a vehicle like this, presented with a certain fanfare at the exhibition in Offenbach a year ago.

We then need to add that this model has various advanced solutions; like a double motor, enabling us to highlight certain possibilities offered by electric traction against a thermal one. While analysing the various problems that karting experts found themselves dealing with once faced with this kind of propulsion. Then, “last but not least” as the AngloSaxons would say, we cannot help but highlight how the test pilots of this electric kart, like Gabriele Bensi, though used to

VROOM INTERNATIONAL MAGAZINE 77

electric karts

PART 3

e Le c

tric

vehicles with an absolute performance value were pleasantly surprised by the ª gritº it shows in the field. We need to repeat that the starting torque offered by electric motors allows for considerable acceleration, though undoubtedly ª payingº something in terms of pure power compared to traditional internal combustion motors.

FROM THE CENTURION LINE At present, the electric kart ª by CRGº is still part of the range dedicated to rental karts, the Centurion line; from which it gets its main characteristics making it suited for use ª by all hotheadsº , like its full perimeter bumper. But the slightly lowered, profiled housing gives us an inkling that things underneath are not exactly as we were used to. If you ª take the lid offº the CRG E-Drenaline, to the rear the view is dominated by the control panel, a fundamental part when managing electric motors properly. Use of the plural is not by chance. Because it has got two motors. On the two sides of the seat.

These units are produced by Linde, one of the world' s main, electric carriage manufacturers that has widened its sphere to include kart propulsion. In this case we are talking two, three-phase, 48 volt motors with IP65 water resistance class (meaning they can be used outdoors) able to supply 2.6 kW continuous, but also something more than 6 kW momentarily. In other words, reaching a total of about 17 hp, po-

78 VROOM INTERNATIONAL MAGAZINE

wer not far from what we could call the ª minimum needsº of ª normalº kart drivers. But having adopted two motors means much greater benefits than just simply ª doubledº power installed.

ELECTRONIC DIFFERENTIAL The presence of two motors offers interesting technological possibilities. For now, they do not intervene on the single axles traditional to a kart, but on two separate ª semi-axlesº .

This way, the division of power over the two rear wheels can be independent, exploiting the one we can get a sort of electronic differential from, and an ª activeº help on bends.

All by simply regulating a greater flow of driving torque on the wheel requiring (and permitting) it, between the right or left rear one.

But that' s not all. A secondary, but not marginal, effect from having two motors on two sides is the creation of a perfectly symmetrical frame thus ideal behaviour. Raising the perfect symmetry of the mechanical layout even further is the fact that the three-phase motors can turn indifferently in one direction or the other by simple changing the position of wires powering them. This means that, on this kart, the two transmission pulleys can both be placed inwards (in a protected position) without any technical complications or loss in performance. What' s more, the possibility to reverse with no further complications remains intact and to

karts

recharge batteries in release, making these motors work as alternators when you are not pressing the gas pedal. And, seeing as how this function ª stealsº a lot of inertial energy, the release effect is so strong that there is no need for a rear brake. Then talking about transmission, we need to note how big rubber torque damper have to be inserted in the pulleys, because of the ª blowº from electric motors when re-accelerating.

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electric karts

PART 3

SEARCHING FOR LIGHTNESS Unfortunately, having two motors has various positive effects, but negative ones too: like weight. This latter factor can be decisive with electric traction; along with the propulsive equipment mass you need to consider the accumulators. The latter are two ª packsº of 24 volt lithium batteries, inserted between the wheels on each side, offering 100 Ah, and 50 kg. The search for lightness has enabled it to go from the initial 230 kg of the complete kart to the current 200 kg, optimising the various components as specific experience is acquired in the evolution of the CRG E-Drenaline. However, they are thinking about the future and have seen the possibility to use even more advanced batteries, with two groups of 8 kg each ensuring 60 Ah; energy which seems to have proved enough for what the electric kart is to be used for.

Before concluding, we cannot but stress how all the electric connections are well sized, with safety problems soundly in mind, so much so that it has a fuse and an emergency ª battery-cut offº button. In the various photos, you can easily see how wires and wiring are not small, and how the inverter management equipment needs a certain capacity to dispose of heat produced, through specific fins. Plus, amongst the things more useful for rental than racing but interesting to know; on this vehicle you finally have the possibility to set three power management programs (Beginner, Intermediate and Expert) as well as pedals fast adjustable.

ADOPTING TWO ELECTRIC LINDE MOTORS GIVES PERFECT SYMMETRY TO THE FRAME AND THE GENERAL ELECTRO-MECHANICAL LAYOUT

TECHNICAL DATA SHEET

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MOTORS

2 LINDE AF-4E3-L1

NOMINAL POWER

2.6 KW PER MOTOR

MAXIMUM POWER

6.5 KW PER MOTOR

MAXIMUM TORQUE

180 NM

NOMINAL BATTERY CAPACITY

100 AH AND 48 V TOTAL

AUTONOMY

UP TO 60 MINUTES PER CYCLE

BATTERY DURATION

3000 CYCLES MINIMUM

FRAME

CRG CENTURION

ADDITIONAL CHARACTERISTICS

CONTROL DISPLAY ON WHEEL, PROGRAMMABLE POWER CURVE, REVERSE, EMERGENCY STOP, ELECTRONIC DIFFERENTIAL, REMOTE GSM DIAGNOSTIC SOFTWARE WITH SPEED REDUCED AFTER IMPACT

With two 100 Ah lithium battery packs providing 48 Volt, the two, three-phase Linde motors provide up to 6.5 kW each, for a total of about 17 HP, with a considerable torque and interesting management possibilities. Pity about the weight, now 200 kg: but they' ll manage to bring that down

www.focusgrafica.it

A I R B O X TOP PERFORMANCE ANCE

• Design based on real tests resulting in unmatched performance for any rpms’ level • High capacity – high quality internal lter for maximum engine protection • High level of noise reduction vs high performance • Dynamic or static air intake set up with rotational option • Rain cover specically designed and built for practicality and performance • Highest quality and detail in design, production and performance

CIK-FIA HOMOLOGATION 23 30

7/SA/24 8/SA/24

www.kgkarting.it

TELEME...TRICKS

Dataloggers and Data analysis WITH THIS EPISODE A PARTNERSHIP BETWEEN VROOM AND OFFICINE IN PROGRESS BEGINS. IN THIS ARTICLES WE’LL EXPLORE THE WORLD OF DATA ANALYSIS.(NOT ONLY WITH KARTS) EDITED BY ANDREA SACCUCCI Hi Guys!

Telemetricks could represent a chance to have a focus on the processes and methodologies of data analysis. Few concepts but well-calibrated to analyze, investigate and produce useful informations about kart set-up. If you have questions or suggestions: MOTORSPORT@OFFICINEINPROGRESS.IT

82 VROOM INTERNATIONAL MAGAZINE

thletes uses to record and

In motorsport advanced

out real-time data analysis for

analize every competition

devices are used to monitor

telemetry.

in sport practices (cycling,

what car and driver are doing.

In this F1 season a lot

athletic, marathon…).

Enginers are always busy

of changes will concern

Marathoners for example

to to linearize an analyze

telemetry, in particular

monitor time-distance heart

data and to produce useful

how data will be sent and

rate to optimize every single

information for technitians.

distribuited.

athletic phase. Chess players

Telemetry is the most used

Unfortunately we’ll never

monitor and store every

term to point out data

see this on tv because all

move to analyze after the

storing and data analysis

these “data” contain lots

game what they have done

about racing cars . Actually

of informations about new

wrong or what they didn’t do

the right term to use is data

materials and applied

at correct moment.

aquisition, because we point

tecnologies.

McLaren Applied Technologies

STORING PARAMETERS Data acquisition tools are memory units that store parameters on the basis of the time function. Usually, can be used with dashboard (data-logger can be dashboard it self) that provides further information to the driver in real-time.

Data can be analized by dedicaded software, the amount of produced information depend MAT

on software features . First question:

COST REDUCTION EQUAL DISTRIBUTION

how many information can be produced?

dashboard for

Information can be broken by domain:

F1 teams

Vehicle Performance: Logged data engine is doing (for example

forms an objective mesurement of

VE volumetric efficency)and

vehicle performance that can be used

This discipline, once used

what they do togheter.

whit subjective comment of the driver to

only by richest teams, has

The amount of data,

evaluate what is going on with the vehicle.

been developed in the last

complexity, ability to react

Driver performance: analyzing driver stile,

decade in formula 1 and GT

to problems during a race

particulary useful where drivers use the

racing cars.

week-end, means that there

same veichle.

Cost decreasing of electronic

is necessary a specialized

Engine performance: Maybe “the analysis”.

components making them

person called Telemetrist.

Analyze the correct Air/fuel ratio or the VE

avalaible to all racing teams.

What is data acquisition? How

(volumetric efficiency).

Nowdays we can find

many information can be

Reliability: In case of damage,the logged

complex and powerful

produced ? how many

data can pinpoint the cause of the

software-based devices that

features should have a good

problem.

allow to process data and

data analysis software? We’ll

Determining vehicle paramenters: For

produce useful information.

try to answer this question

example determining vehicle center of

However, since data is a raw

now and in next articles.

gravity height, and roll center location.

information that needs to be processed, there is a point beyond which every team or hobbyst fail in producing set up information.

Understanding analysis tecnique can be a way to describe what happens on the track or what driver or

Datalogger block-diagram

VROOM INTERNATIONAL MAGAZINE 83

TELEME...TRICKS

SOFTWARE FEATURES

Software preference can vary from person to person but some features are very important.

The first is help to understand what happens to vehicle and driver other thing display the data to suit your needs.

Main features: laps overlays multichannel track mapping zooming time based or space based graphs , X-Y graphs, histograms notes math channels export data in other formats “user friendly” Before hitting the track is very important proceed to sensors and system setup,choose the correct sampling frequency to avoid mesurement errors. Is preferable do this at “ home”.

84 VROOM INTERNATIONAL MAGAZINE

SAMPLING FREQUENCY Converters trasform analogic signal into digital, after this data

Datalogger tipical configuration:

can be stored.

GPS

S e n s o r1

Ch a n n e le x p a s i o n S e n s o r2

DAS HBOARD

Co n t r o l l e r

Ac c e l e r o me t e r

O2s e n s o r

CANe x p a n s i o n

Signal convertion

S e n s o r3

Once analogic signal is sampled , Converters trasform analogic

Ca me r a

Kart-logger generic diagram

signal into digital,after this data can be stored. Wrong sampling frequency can lead to loss informations.

For this ª entry levelº devices data are showed on Dashboard,

For example 2000 rpm signal (333 rps) has to be acqired

it' s difficult analyze data in a very small screen!However in many

at 600Hz (600.000 samples per second) following Nyquist-

of these it' s possible dowload data from PC. The number of

Shannon theorem, why almost all loggers acquire rpm signal

information depends on the number of channels acquired.

at 50 HZ?

Software features will be discussed in the next episode¼

Keep

pushing!

Analogic signal

Sampled signal

When you buy a logger or Dash-logger (i prefer the first one) the question to ask is: how many signal i have to acquire?

The main feature is the number of channels and the max sampling frequency, usually this information are written on the manufacter web site.

PRODUCTS MAIN FEATURES MANUFACTER

PRODUCT

CHANNELS

MAX SAMP. FREQ.

EXP

CONTROLLER LAMBDA

DATA DOWNLOAD

AIM

SW TOOL

MYCHRON 4

2

Nd

yes

yes

yes

AIM

MYCHRON 5

3

50 Hz

yes

yes

yes

Rs analysis

ALFANO

PRO III evo

2

10 Hz

yes

yes

yes

Visual data

STARLANE

CORSARO

3

50 Hz

yes

yes

yes

Digi race MMX

UNIPRO

6003

3

10 Hz

yes

yes

yes

Off camber data

Rs analysis

TODAY ALMOST DRIVERS AND TEAM USE “DASHLOGGERS” TO READ LAPTIME AND TEMPERATURE BUT THIS DEVICES CAN DO LOT MOORE.WE’LL SHOW MAIN CHARACTERISTICS AND METHODS USED TO UNDERSTAND AND IMPROVE OUR PERFORMANCE. VROOM INTERNATIONAL MAGAZINE 85

TECNICA THE COMBUSTION AND DETONATION PROCESS - PART I

KNOCK KNOCK...

WHOâ&#x20AC;&#x2122;S THERE? OUR ARTICLES BASED ON THEORETICAL ENGINE TECHNIQUE CONTINUE (BUT NOT TOO FAR) WITH THE FIRST PART OF A SERIES OF CONSIDERATIONS, BY WAY OF ADVANCE IGNITION, TO COMBUSTION AND ITS MOST DESTRUCTIVE VARIANTS: DETONATION

BY SIMONE SUARDI

86 VROOM INTERNATIONAL MAGAZINE

GOOD DAY MY DEAR FRIENDS AND READERS OF VROOM, AND HAPPY NEW YEAR! How were your holidays? What are your ª New Year' s resolutionsº ? I hope that your to do list for 2016, among the usual ª be a better personº , ª start going to the gymº , ª get really richº (¼ ), also includes a spot for a bit more horsepower for your engines! All joking aside, I hope I can give you a hand with this, or at lease I hope that I can manage to provide food for thought through the articles we have already published and the next series that we are preparing. No one has the absolute truth at hand, definitely not me, also because in a certain sense every engine is unique, but what counts is always knowing what you are doing, knowing in advance what your results will be with a specific modification¼ and if the result does not match our expectations, it is fundamentally important to dedicate enough time to understanding why things did not go as expected. This is the only way that we can develop so-called ª knowledge of the factsº .

Today we will be discussing a very delicate topic, almost an unknown, the phenomenon that no one wants to ever witness first hand, but something that every race driver/car enthusiast must necessarily live with: detonation, in slang also known as ª engine knockingº because of its characteristic sound. It is not by chance that Anglo technicians, who at times have the magnificent gift of simplicity, do not generally translate the concept of ª detonationº as such, but instead literally use the word ª knockº .

I did not go into depth on this topic in the last article, because it seemed to me more appropriate to dedicate ample space to it, without sacrificing even a single comment; the entire project for a combustion chamber, according to the definition of correct ignition, passes through the control, and above all the limitation, of this phenomenon. We have already covered this aspect in the past, but it is surely useful to touch on the concept of combustion once again, with a few small variations and a deeper look into this theme. The process starts when the spark produced through tens of thousands of volts to the electrodes, energizes the charge within them. We can also consider the fact that

the air-gasoline mixture ignites immediately, and in fact in the first moments when the combustion nucleus is formed around the spark plug, the flame can be considered a ª laminarº flame. To better explain, if you have a layer of gasoline on the floor and you throw a match into the middle of it, you will see a flame spread out in a more or less orderly, gradual manner.

You should perhaps not try this at home, but instead look for a video on YouTube, since surely some crazy person has already done it.

From there, the flame soon starts to be affected by the area of movement around the cylinder, or the ª organizedº movements in the air originated by the crossover phase and the squish effect: this then leads to the turbulent combustion phase, much faster and more effective, with the front of the flame if broken up by the turbulence, increasing the surface area and therefore also the speed of reaction. Over the last three months how many times have you read the words ª speedº and ª timeº associated to the combustion process? I would say plenty. Some would say too many¼ but let' s not argue, come on! In life people always say that nothing is certain, except death (I authorize everyone to knock on wood), and the fact that combustion speed is fundamental for an engine. Our very dear ª naftoniº engines (diesel motors) know this well, as they have been set on maximum speeds around 5000 rpm for practically a decade for that very reason.

For us, thanks to the divine intervention of Diesel, this doesn' t matter a bit, so let' s have a look at what factors impact combustion speed, taking them in order.

DOSING Alias, air/fuel ratio: or in other words, if poor, ª rightº (stoichiometric) or rich. The reaction speed is maximized through slightly richer dosing, because as the flame advances, if there is a slight excess of gasoline, it is likely more probable that it will encounter molecules that are just waiting to be burned. Remember that the stoichiometric ratio (or the ª chemically correctº ratio for the purpose of combustion) of gasoline is approximately 14.7:1, so therefore much more air than fuel: I would say that we all know that air will not burn by itself.

Moreover, this condition (with a slightly richer dosage) is still more or less the maximum power dosage, because on the one hand with excess fuel the result will surely be using all of the available air, and on the other hand not enough means that the fuel will only be partially oxidized (therefore, in simple words, ª burning badlyº ), releasing energy. It is a bit wasteful, but believe me, it is the specific method used on all high power engines: based on my experience, there is no such thing as an engine with perfect stoichiometric rotation at maximum power. Certain 4-stroke engines rotate with an air/gasoline ratio less than 12:1 at

VROOM INTERNATIONAL MAGAZINE 87

TECNICA THE COMBUSTION AND DETONATION PROCESS - PART I high power, even though the reason for this is not only to take advantage of all the available air. Now we are getting somewhere.

Just to be clear, there is also a price for ª maximum powerº , or in other words, ª minimum specific consumptionº . In simpler terms, the specific consumption of fuel is an indicator for the efficiency of the engine, because this value shows how much fuel I have to burn to achieve a specific power level for a certain time interval. This condition can be obtained through slightly thinned out dosages, because this ensures burning the gasoline present in the chamber at 100%, hoping that it does not first escape through the exhaust.

Be careful of the expression ª slightly thinned outº , because if the dosage is too thin, combustion becomes very irregular, all the way to the extreme case where the flame goes out before the process is actually concluded. The concept is similar to the previously described situation regarding the

RESIDUES The residues are simply combusted gasses that cannot be sent through the exhaust and remain trapped in the chamber. Since these are already burned, they do the exact same thing that nitrogen does: they are inert elements, a counterweight for combustion. They are also hot, extremely hot, with all that comes with that condition. For the sake of knowledge and completeness, the residues are not anything more than the EGR in diesel engines, which stands for ª Exhaust Gas Recirculationº . It basically absorbs the heat produced by the combustion process, lowering the obtained peak temperature, reducing the formation of NOx, nitrogen oxides, the mixed blessing of diesel engines and so very costly (in every sense) to our friends at Volkswagen. The only trick generally used is to cool down the gas before it enters the chamber again, in order to take advantage of its capacity to abate the maximum temperatures.

Getting back to us, we generally have percentages of residues in the chamber of partial gasses, in the condition of scarce tuning or short circuit (if we were inattentive and attached the exhaust port to the primary port to gain useless mm more in the lower part of the port), therefore in the moments in which the washing phase is far from efficient. A 2-stroke engine has the exchange and the exhaust port always open, therefore we must live with it, since we do not have any way, unless in a purely fluid-dynamic sense, to reduce it. If my beloved 125 and 250 cc (damn them!) were still present in the bike world championship, I am sure that it would have meant using variable length/phase systems.

ª easeº w ith which the front of the flame encounters the molecules of fuel, permitting the process to continue. This is the chemical side, a simple

down the developing process, taking energy away without giving

reaction, because thinner mixtures also have

back anything in return. This also explains why a mixture that is

another significant counter indication, the fact that

far from being stoichiometric, on the ª thinnerº side, can only be a

they have scarce heat absorption power.

disadvantage.

I should also point out that the element that is actually involved in combustion is oxygen. And as is widely known, it is only 21% of the total mass

INFLUENCE ON EXHAUST SYSTEM

of air. The remainder, mainly 78% nitrogen (with

The explanation for the reason for doing this is probably not so

0.9% argon and zero point nothing of many other

obvious. In fact, we must totally forget about combustion: if we

elements), does nothing but absorb heat with any

only concentrated on that aspect, decreasing the advance timing,

other effects. It is an inert element, which slows

we would simply be setting ourselves up for failure. The pressure peak, found at about 10 degrees after the TDC, continues to move forward and will always be lower. What is the most efficient combustion indicator? Exhaust gas that is hotter than normal: the heat that is not transformed into mechanical drive power for the piston is simply ª tossed outº through the exhaust. Recovering the power inherent in the heat from the combusted gas is the principle on which turbo engines is based.

We 2-stroke enthusiasts have an attachment on the exhaust conduit called the ª expansion mufflerº . Everyone knows that this is what really governs the entire dynamics of the engine.

What happens if the gasses are hotter? The speed of the sound increases, therefore the speed at which the waves (which travel at

88 VROOM INTERNATIONAL MAGAZINE

the speed of sound) return to the cylinder. In practice it is as if we have a shorter muffler… How cool! We now have a fluid-dynamic exhaust with a variable length! From here we can then explain how decreasing the advance at high speeds increases maximum power and extends over-speeds. If it only depended on the advance alone, every degree less would mean lass horsepower, I can assure you. It can be deduced that the advantages obtained by the extension of the tuning are quite significant, as opposed to what is lost by the net reduction in the advance time. As is only fair, I should say. It is not rare to find engines with 25° or more at low speeds and less than 10° at maximum speeds…

This is something that, on a high performance exhaust 4-stroke engine would be absolutely beyond any form of logic.

For today we will stop here, because I think that I have given you all plenty to think about, and for anyone who is not already familiar with these concepts, also a few ideas to understand and assimilate.

And detonation? Relax, I haven’t forgotten about it. The issue is that to actually understand what detonation is, and what defines it, how it originates and how it can be prevented, the concepts expressed thus far are absolutely indispensable, and a brief description like that provided in past articles would have been absolutely inadequate for this purpose. Be brave guys, in the cold and rain (not even a hint of snow for now) the karts will be kept under a tarp, and it is the perfect time to rack your brains… and next spring it will be even better to have more horsepower as opposed to less, no?!

As always… stay tuned.

ENGINE SPEEDS In the last issue I reiterated several times how the angular duration of combustion is more or less constant with the engine speed. This is basically because the speed of the front of the flame is proportional to the intensity of the turbulence; this, in turn, is proportional to the average speed of the piston. In a schematic sense, one might think that if the engine speed increases the air capacity through the conduits would also increase, at least up to the maximum engine speed (in over-speed this may not be the case): since they are conduits after all, therefore with constant flow-through sections, the speed increases. This is the cause of the greatest turbulence intensity.

The most attentive of you, if I mention advance ignition, would ask: “If the combustion basically lasts at the same engine levels, what is variable advance ignition for? Shouldn’t optimum advance ignition be constant for all speeds?” Imagining that we do not have any detonation issues, why do we then introduce this variable, since at first glance it would seem not to be such an erroneous consideration? This time we want to go a bit more in depth, because we have approximated enough over the last several months: in reality, slightly increasing ignition aligned with the engine speed would be necessary. This fact is not so much due to a deviation in the proportionality between the speed of the front of the flame and the intensity of the turbulence, so much as what happens in the first moments that combustion ignites: do you remember when we spoke of the spark and the front of the laminar flame, not yet modified by the turbulence? So, the first phase is called “incubation”, and abiding by the laws of “laminar” fluid dynamics, you have a specifically defined time period which does not depend on the average speed of the piston. For this reason the combustion would tend to development in a slightly forward direction: if we work with a welldefined advance, as in the case of speeds that require fixed ignition, we have what in slang is referred to as “natural delay”. To avoid this phenomenon, if possible we tend to give a few moments advance ignition to high speed engines. Many of you will be thinking: “But what the heck is this guy saying? I’ve never seen a 2-stroke engine that advances more at high revs.” And you would be right. What I have written here is what is implemented with 4-stroke engines. On 2-stroke engines the contrary is basically the rule, or maximum performance is usually obtained by delaying and decreasing the advance time increasing rotations. Or better yet, if they are kept “high” and “constant” when low (beyond the range of use), to then apply them more or less in a linear manner starting from a specific speed and forward.

LOOKING BACK…

I should go back for a moment to the last edition (“The combustion chamber – Second Part”, Vroom no. 317) to make a due correction, in light of some of the private messages that I have received for the purpose of commenting or asking for further clarification about some of my affirmations. In particular, I am referring to that phrase, which I intended to be provocative, where I insisted that the height of the squish must not be more than one millimeter... otherwise it would mean that very little was understood about its benefit for the optimization of the combustion process, through an increase in the turbulence in proximity of the top dead center.

Starting from the assumption that I like to describe generic phenomena, so it is possible to grasp the CONCEPTS that are at their foundations, because once the latter have been fully understood it is possible to apply that knowledge everywhere, to every engine that you manage to get your hands on. A readymade meal is never really served to anyone. It should also be noted that when I talk about squish height variations I am talking about small steps, about 0.05 mm (5 hundredths) at a time. For example, passing from 1 mm, which for me represents a practically insuperable upper limit, to 0.7 mm, means making a variation of 30%. A bit much, wouldn’t you say? It may seem banal, boring and useless, but it is always important to work by taking small steps, because those 3 tenths of a millimeter in squish height on the same head, once you do the math, translate into a variation of approximately 1 point on the ratio value for geometric compression on a bore measuring 54 mm. Speaking of the particular case of the KZ kart, if we would like to create a compliant engine without trying any tricks, the problem exists up to a certain point, because we have a minimum limit in terms of the volume of the combustion chamber, set at 11 cc. Once the geometry is defined, a minimum limit in the squish height also follows.

Always taking numbers into consideration, you surely know better than I do that this minimum volume for the combustion chamber, measured according to current regulations, requires a geometric compression ratio that is far from extreme…

It could even be called conservative for a high performance 2-stroke engine. We are for a moment disregarding the fact that the result is not the real compression ratio, but simply because of the measurement methodology, because as we were saying in the first part of the article in Vroom from December, we can easily reason in a relative sense; the “absolute” value (real and indisputable) does not deviate very much. In any case, it is here that everyone will have their own experiences to add, also starting from an RDC not at the limit, if increased by 1 point all at once it could wind up in the detonation zone, if we are not careful to retune the carburation (to enrich it) and/ or the possibility of adjusting the advance ignition. In general, is absolutely possible to detonate even with an RDC that is not very high, if the advance ignition is exaggerated.

I’m tossing it out there, but a notable winning high speed engine ran with a squish at 0.7 mm on a parallel band at 50% of the surface, with a compression ration of 15.5:1. The impact of the gasoline used on these values aside, you can certainly draw your own conclusions. To close, it could be said that the “correct” squish height must be a project parameter, to be defined in advance when working on CAD, and not a set-up parameter, if not within ± 5 hundredths, 1 tenth in special cases.

VROOM INTERNATIONAL MAGAZINE 89

2016 INTERNATIONAL CALENDAR 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 06 WSK Super Master Series (1) 7 Laghi Kart (ITA) 12 X30 Challenge Singapore, Karting Circuit Singapore SGP 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) 20 WSK Super Master Series (2) Sarno-Napoli (ITA) 27 Championnat de France SK Open (1), DijonPrenois (FRA) April 03 Rotax Euro Challenge Rnd.1, Genk (BEL) 03 WSK Super Master Series (3), La Conca (ITA) 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)

90 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)

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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