Vroom Kart UK #002

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karting, emotion & passion

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bAhRAIN, sKIllful dRIvINg plAces fIfTh bRIT eveR AT The Top

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track test

TilloTson hm-2a for roTax max

interviews

hodgson and joyner superone's john hoyle buckmore's bill sisley

BRITISH CHAMPIONSHIP HALL OF FAME 1961-2013

BHKC INVADES THE BAHAMAS

sPeCiAL FrOM siLverstOne

KARTMANIA 2013 WRAP UP WITH EVENT ORGANIZER MARTIN CAPENHURST

PHoto CIK/KsP

world champs

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tom joyner

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editorial

Colin Wright Chairman Association of British Kart Clubs N

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We in the U.K. are entering some very challenging times with

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the ever looming date of 2017 designated for a complete

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re-structure of the karting classes. Our first and immediate

bAhRAIN, sKIllful dRIvINg plAces fIfTh bRIT eveR AT The Top

PHoto CIK/KsP

world champs

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tom joyner

hurdle is to change perceptions within the karting world regarding the committee hierarchy and perceived vested

track test

TilloTson hm-2a for roTax max

interests! A driver or mechanic might assume the various

interviews

hodgson and joyner superone's john hoyle buckmore's bill sisley BRITISH CHAMPIONSHIP HALL OF FAME 1961-2013

BHKC INVADES THE BAHAMAS

sPeCiAL FrOM siLverstOne

committee members each have their own agenda, and to

KARTMANIA 2013 WRAP UP WITH EVENT ORGANIZER MARTIN CAPENHURST

some extent they would be correct, but these interests are bent towards improving the sport to add more drivers, bring in more families, remove over complex regulations, make us an easier sport to start…. The list goes on! So that experience is vital!

However, we need to reach out to everyone who has an interest in our sport and get their input, look to the future and not behind, look at other forms of Motorsport such as motorcycling and be a conduit for ideas to present back to the clubs and the MSA. Good ideas for future success may come from outside our karting world?

Everyone in karting in my view is a stakeholder. We need to improve the communications and be more transparent and open with clubs and drivers. How many competitors, parents, mechanics are going to read a noticeboard to gain information as to forthcoming changes? Not many! We need to make more use of social media and forums to give drivers an outlet along with an update to our website and hopefully then we will start to solicit some great ideas from throughout the UK. Our sport has a large majority of Cadets and Juniors so by communicating in a format such as social media we can get their ideas which will augment the current system, what we cannot have moving forward is an approach of apathy from the karting community, it’s their sport, their hobby, their fun at weekends, so it’s only right that they speak up and make

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CONTENTS ARCHIMEDE EDITORE SRL Via Mozart, 1 - 04011 Aprilia (LT) Tel. + 39 06 92 06 23 56 Fax +39 06 92 58 732 info@vroom.it - www.vroom.it

JANUARY 2014 - N. 2

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GIULIANO CIUCCI GIULIANI (Editor in chief) cggiuliano@vroom.it FABINA GAVILLUCCI (Executive editor) fgavillucci@vroom.it WALTER GUCCI wgucci@vroom.it SALVATORE MURTAS smurtas@vroom.it MARIA VERRENGIA mverrengia@vroom.it CARLA DILETTI cdiletti@vroom.it

news 12

MONDOKART News & Previews

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2013 ABKC ANNUAL GENERAL MEETING

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KARTMANIA 2013 A venue like no other

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FACE TO FACE Oliver Hodgson & Tom Joyner

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HALL OF FAME British Champions 1961-2013

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CLOSE UP SuperOne Series 2014 season

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Registered at Law-court in Latina N°714 date: 19.10.2000

FOCUS Buckmore Park 50th Anniversary

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BAHAMAS SPEED WEEK REVIVAL

© Copyright 2000 – all rights reserved.

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2014 NATIONAL & INTERNATIONAL CALENDAR

SPECIAL CONTENTS Maurizio Voltini CONTRIBUTORS TO THIS ISSUE H. Beaudette, Buckmore Park P.O., CIK P.O., KSP, D.Paolicelli, G.Smith, TVKC P.O., C.Walker SUBSCRIPTIONS info@vroom.it PRINTERS: TYSON PRESS Gainsborough House, 81 Oxford Street, London W1D 2EU, Great Britain

RESPONSIBILITY: Unauthorized reproduction 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 does 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.

www.vroomkart.com

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CIK-FIA WORLD KF & KFJ CHAMPIONSHIPS RD.2

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TVKC WINTER SERIES RD.1

technical side 46

TRACK TEST - TILLOTSON HM-2A FOR ROTAX MAX

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GARAGE - THINGS TO KNOW

info@vroom.it

www.facebook.com/vroomkart

twitter.com/vroomkart VROOM UK

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EXHIBITION SHOW KARTMANIA ‘13

REPORT S.MURTAS PHOTOS C.WALKER

A VENUE like

no other Held in the spectacular facility at the Silvestone Wing, the temple for motorsport enthusiasts, KartMania can truly aspire to become the most exciting show exclusively dedicated to karting in the UK, and why not, in the world.

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KartMania ’13, held at the Silverstone Wing on 30 November - 1st December, was a good success in terms of exhibitors and attendance, but the potential of the venue - the Home of British Motorsport - and the importance of the British Karting Industry calls for a step forward. More than 80 booths, ranging from karting associations (the MSA, the ABkC, the BKIA, the NKA, the BHKC, the BSK, and ARKS), series organizers (SuperOne), kart clubs, distributors of prestigious brands and kart parts retailers were visited by over 2,000 karting fans in for a bargain or to check the latest equipment over the two-day exhibition show.

Three booth halls spread over 7,000 square meters were filled up in well-organized fashion, and yet the small, not so intuitive access which took from one hall to the other made almost for three separate shows, concentrating big part of the visitors in

the first hall. “True, in fact as of next year we will take advantage of the mezzanine floors above each hall, and occupy two halls instead of three making for a more compact show” – says show organizer Martin Capenhurst.

“But don’t forget this was only our second year at Silverstone – continues Martin - we’ve had good response which allowed us to spread it a little bit. We’ve had different products, different exhibitors, and also a different layout from the previous year, which makes the show look a little different when people arrive.

We always try to avoid having a show where everything looks the

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FACE TO FACE HODGSON/JOYNER

BRITS ON TOP of the world

REPORT S.MURTAS PHOTOS C.WALKER

Two different types of driver, two different champions,

both

KF World Champion Tom Joyner, and Rotax Grand

Fina

Oliver Hodgson, who put Britain on top of the world one ROTAX GRAND FINALS SENIOR MAX CHAMPION

Part-time champion AT HIS SECOND GRAND FINALS ATTEMPT – IN 2012 HE WAS 3RD AT THE FLAG – AFTER A SEASON OF NATIONAL RACING ONLY, THE MOTORSPORT ENGINEERING STUDENT AT COVENTRY UNIVERSITY GOES THROUGH HIS FANTASTIC WEEKEND IN THE STATES.

You had a superb outing in New Orleans, can you tell us how it went?

“We arrived in New Orleans with good hopes of doing well, but we didn’t expect to win actually. We had few problems with the set up to start with, but after the first day of free practice we were really strong and our pace always looked good from then on. I qualified 3rd in timed practice, I took a win, a 2nd and a 3rd in the heats, and I then realized that we could be in contention for the final win.

Prefinal was amazing, as I was lucky enough to break away, and despite a puncture on the last lap it didn’t really affect me and I was able to take pole for the final. And then everything was perfect in the final, and I managed to grab the title.”

Last year you already managed to step on the podium in Portimao, so your Rotax Grand Finals record is quite impressive…

“The race in New Orleans was my second international race ever, as for budget reasons I only race at national level. This year I qualified for the Grand Finals through the SuperOne Series, but my racing calendar has not been as intense as that of other drivers also because I study at university. Also, since I don’t have the biggest budget, I don’t have the opportunity to race as often as I would like to.”

What’s your plan for next season?

“I will have the opportunity to race the KF European Championship with Paul Fletcher racing team, and I’m very excited about it. Probably I will do also some Rotax racing, but it won’t be my main focus.”

Oliver Hodgson Oliver starts racing in 2003 at 8 years old; he moves up to national level racing in 2007; in 2009 he wins his first SuperOne national title in Junior TKM; the following season sees him on Junior Max starting grid, winning the British Open championship and finishing 5th in the nationals; he then moves up to Senior Max, and in 2012 the first big break in Portimao.

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CIK-FIA KF WORLD CHAMPION

Fifth World Champion from the UK NOT ONLY THE CIRCUMSTANCES OF HIS WORLD TITLE ARE REMARKABLE, ALSO THE FACT THAT TOM JOYNER IS ONLY THE FIFTH BRITISH DRIVER IN HISTORY TO GRAB THE CIK WORLD TITLE – AFTER TERRY FULLERTON, MIKE WILSON, COLIN BROWN AND OLIVER OAKES.

ons,

both on top of the world. We talked to

rand

Finals Senior Max Champion

world one week away from each other.

Tom Joyner Tom, Royal Mail fastest part-time employee when he takes off the Zanardi works team suit, starts racing karts in 2002 at 10 years of age; he continues at national level until he’s 16, then for budget reasons he stops for a while; the big break at the Northern European Championship in Genk (2010) where he finishes 4th in his only race of the season; the following year he wins the European Championship qualifier in England, which allowed him to secure a drive with LH for 2012, when he grabs the runner-up title in the World Championship final in Macao.

You stunned everyone with the World Championship win in Bahrain. Can you go through the weekend for us?

“I approached the race with very little pressure, as I’ve been a bit unlucky in the first round in England where I had a mechanical problem in the final while running in 2nd. So I wanted to end the year in Bahrain with a good result. After a strong heat session, we finished 2nd in the prefinal behind Verstappen, and then I set behind him in the final for a couple of laps. When I realized I was faster, I moved past him at the top of the hill and then I concentrated on building a lead. I could see in the board that the top two contenders – Verstappen and Nielsen – were not in the top three, but I didn’t know what was happening further behind. So I focused on taking the win, but it was only when I came in that I learnt I also won the championship.

Absolutely unbelievable!”

You won the World title in Bahrain only a week after fellow Brit Oliver Hodgson won the Rotax Grand Finals in New Orleans. What is it that helps Brits stand out in international competitions?

“I think international racing is very close, just like what we are used to in England already in Cadet classes. We learn to race in very competitive categories from a very young age and English drivers have really strong race craft as a result. Maybe we’re not the fastest all the time, but we develop our driving skills very early on, and it helps a lot when you race in very competitive events such as the World Championship and the Rotax Grand Finals.”

Now that you are on the CIK Hall of Fame as World Champion, what’s your next goal? What does the future hold for you?

“I don’t have the budget to move up to car racing, so I’m in the process of finalizing a deal for next year and hopefully I’ll be in the position to defend my title. I will quite likely stay in KF, but I’d love to do also some KZ racing. Probably I will do a bit of both, but at this stage we are still working out the details.”

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BRITISH CHAMPIONSHIP HALL OF FAME 1961-2013

GOING DOWN IN

REPORT S.MURTAS PHOTOS C.WALKER

It was 1987 when the current format of three British titles – one for Senior, one for Junior and one for Cadet – was established.

And in that year, Steve Brogan (100 Super), David Coulthard (Junior 100 B) and Claire Bogan (Cadet) were crowned British Champions.

Twenty-seven years later, and the likes of Lewis Hamilton, Anthony Davidson, Dan Wheldon, Alan McNish, Paul di Resta and James Calado also making an impact on the series, several things have changed, last but not least the introduction of KZ1 125cc gearbox class in 2013 to replace KF2 direct drive as the class awarding the British Senior title.

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IN HISTORY Senior British Champs Daniel Borton (KZ1) joins the likes of 8-time champion Mickey Allen, 6-time champ Terry Fullerton and 5-time champ Mark Litchfield. The list of legends includes Michael Simpson, Bobby Game, Chris Rogers, Gary Catt, and 2013 World Champion Tom Joyner, but Borton is the first gearbox driver to be awarded the British championship crown in over two decades. Still unmatched, Litchfield’s three crowns in a row (’05-’06-’07), and Allen two consecutive titles in ’67-’68 and ’76-’77.

Junior British Champs David Coulthard and Anthony Davidson were the only two driver to impose themselves twice in a row (’86-’87 the former, ’94-’95 the latter) in Junior category, but 2013 champion Jehan Daruvala from India will not take the chance to defend his title as he will move up to KF category in 2014.

HALL OF FAME

Senior British Champions (MSA, RAC & Super One) 1961 J.Brise (Class 1) 1961 A.Sisson (Class 2) 1961 J.Hainsworth (Class 4 Special) 1962 B.Allerdice (Class 1 Super) 1962 G.Bloom (Class 1 Special) 1962 R.Keele (Class 4 Special) 1963 B.Day / Outright champ. G.Bloom (Class 1 Super) 1963 G.Bloom (Class 1 Special) 1963 R.Keele (Class 4 Special) 1964 B.Ferrari / Outright champ. C.Lambert (Class 1 Super) 1964 D.Povey (Class 1 Standard) 1964 B.Ferrari (Class 1 Special) 1964 B.Ferrari (Class 2) 1964 S.Thompson (Class 4 Special) 1964 C.Lambert (Class 4 Super) 1965 B.Ferrari / Outright champ. Chris Merlin (Class 1 Super) 1965 M.Allen (Class 1) 1965 B.Day (Class 1 Special & Class 2) 1965 C.Merlin (Class 4 Standard) 1965 A.Palmer (Class 4 Special) 1965 J.Barlow (Class 4 Super) 1966 M.Allen (Class 1 Sport) 1966 T.Fullerton (Class 1 Junior) 1966 R.Hawcock (Class 1 Mod.A) 1966 P.Cole (Class 1 Mod.B) 1966 C.Merlin (Class 4 Standard) 1966 R.Williamson (Class 4 Special) 1966 J.Morrell (Class 4 Super) 1967 M.Allen (Class 1 Sport) 1968 M.Allen (Class 1 Sport) 1969 S.South (100 International) 1970 C.Hales 1971 T.Fullerton 1972 M.Allen 1973 T.Fullerton 1974 P.Burgess 1975 T.Fullerton 1976 M.Allen 1977 M.Allen 1978 T.Fullerton 1979 M.Allen 1980 T.Fullerton 1981 A.Gates 1982 J.Herbert (Formula K 135cc) 1983 A.Buchan (100 International) 1984 P.Hunnisett 1985 R.Weatherley 1986 A.McNish (100 Super) 1987 S.Brogan 1988 D.Beasley 1989 A.O’Hara 1990 S.Brogan (Formula A) 1991 G.Moynihan 1992 R.Firman 1993 M.Simpson 1994 M.Davies 1995 M.Simpson 1996 B.Game 1997 B.Game 1998 R.Jenkinson 1999 M.Spencer 2000 M.Conway 2001 C.Rogers

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close up Report S.Murtas Photos C.Walker

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SUPERONE 2014 SEASON

Get ready to rumble

The 2014 season is fast approaching, and we take a look at the main novelties with SuperOne supremo John Hoyle. Among the most interesting innovations, the Mini Max and Junior Max Academy at a fixed cost of £5,000 for the entire season, the introduction of DD2 giving access to the Rotax Grand Finals, KFJ with pooled Vortex engines and an exclusive prize at McLaren thanks to the collaboration with John Surtees.

Let’s start by wrapping up the 2013 season for our readers.

“The 2013 season has been quite good, with similar numbers as the previous year. We’ve had over 400 competitors in the series, with the brand new Iame Cadet class averaging roughly 40 entries, which was good for the first year.”

How did Rotax and TKM categories do?

“Rotax continues to be strong, especially with drivers able to qualify for the Grand Finals – and this year we’ve also had another Grand Finals champion in Senior Max with Oliver Hodgson having qualified through our series. We’ve also had Bobby Game who qualified for the Formula KGP world finals through the SuperOne winning the title. As for the TKM series, the Junior class is still quite strong, with an average of 30 drivers, while the Senior category is a bit down in numbers, but we applied some cost savings in TKM to attract more drivers so we hope it will pick up again.”

Let’s take a look at next season. What’s new for 2014?

“What we will try to push really hard for next year is two classes run as an entry level format. In Mini Max and Junior Max we are doing an Academy with a fixed price of £5,000 for the entire season, everything included except the kart. Drivers get entry fee, race and practice tyres, fuel, oil and engine hire for 6 races all included in the fee in the support event running with our MSA championship Series. This way John Hoyle presents the 2014 programme of the Super One Series for the viewers of Motors TV, which will broadcast the whole championship also in 2014.

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FOCUS Report S.Murtas Photos C.Walker & Buckmore P.O.

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Racing by v

BUCKMORE PARK 50th ANNIVERSARY

y vocation

corporate by trade In 2013 Buckmore Park celebrated its 50th anniversary.

Once only a fun spot for local lads, Buckmore has been developed over the years into one of the most successful circuits in the UK, as well as into a profitable business thanks to circuit owner Bill Sisley’s intuition. Buckmore Park has racing in its blood, and corporate karting as its main trade. With Bill we go through Buckmore’s road to success.

Let’s start from the basics. Give us a brief history of Buckmore Park...

“The track was initially built in 1963 and it was a very short, 400 metres circuit. It was intended for the local armed forces to exercise and teach engineering, and then the locals started finding an interest in karting, which was just beginning at that time.

Bill Sisley, Buckmore Park circuit owner, comes from a racing family. His dad used to race in the late ‘50s, he used to race in the ‘60s and ‘70s, his son used to race in the ‘90s, a hard-core motor racing family.

Bill got involved in Buckmore Park track activities in late ‘60s early ‘70s as he used to race himself also manufacturing karts. Buckmore was the perfect place for testing and to teach young drivers how to race. In the early 1980s, Bill was asked by the landowner to take over the management of the circuit so as to try and revamp it (the other option would have meant the end of Buckmore). So Bill took over in 1985 and started developing the circuit in several stages.

“The first major development was to increase the length to 600 metres, then 900 metres, 1,200 metres up to the actual length. Each time we’ve invested money, as when we got here there was nothing at all; no buildings, no electricity, no paddock, no floodlights, so we’ve had to do almost everything from scratch. Total investment? Around £10 million in developing the venue, and our passion for racing is the reason why it has been so successful.”

With requirements in terms of safety, technology, equipment ever increasing, is karting still a viable business for a circuit owner?

“I think we were the first to make it a viable business. We are a commercial

F1 supremo Bernie Ecclestone sided by motorsport legends John Surtees and Stirling Moss at the 2003 inauguration of Buckmore Park’s new clubhouse and conference centre.

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CIK-FIA WORLD KF & KF JUNIOR CHAMPIONSHIPS

RACE

RND.2, SAKHIR (BHR), 23rd NOVEMBER 2013

JOYNER ON TOP O BAHRAIN INTERNATIONAL CIRCUIT www.bahraingp.com

Gate 255, Gulf of Bahrain Avenue, Umm Jidar, 1062, SAKHIR, Bahrain Tel: +973 17 450 000 Track length: 1,414 metres Track width: 8-10 metres Paddock and parking: big and fully serviced

After 8 years, a British driver is again on the top of the world. Tom Joyner, already vice World Champion in 2012 after an outstanding

Above, KF Junior final winner Lando Norris on top of the podium. The young British driver completed a superb season closing 4th in the championship after taking the European title earlier in the season.

Right, KF final podium with Basz (left), Joyner and Convers.

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weekend in Macao, is the fifth Brit to grab the World Championship title in a nail-biting, controversial KF showdown in Bahrain. And fellow Brit Ben Hanley grabs vice championship title tied on points with Joyner. Junior star Lando Norris dominates the final, but the title goes to Italy’s Lorandi.

REPORT VROOM / PICS FM PRESS, KSP.FR

P OF THE WORLD t

hings really didn’t go as expected at the last round of the World KF and KF Junior Championship held in Sakhir, and not just due to the response of the track. Also on this occasion the event brings with it a little malcontent Verstappen and Nielsen’s crash, both favourites for final win, and also for what happened in the Junior class with Russia’s Mazepin getting a 10” penalty from race marshals for having taken a short cut. The 10” penalty advanced Lorandi to 2nd behind a superb Lando Norris, and saw him climb to the top of the championship by 2 points over Pulcini. And not even Mazepin’s appeal filed by entrant Tony Kart Racing managed to deprive Lorandi of his title, after the International Court of Appeal confirmed the penalty to the Russian.

KF JOYNER GETS THE SPOILS

We left the opening round of the World KF Championship at PF International with Max Verstappen (Crg/Tm) bagging full points ahead of Nicklas Nielsen (Kosmic/Vortex) and Ben Hanley (ART Grand Prix). But the Bahrain qualifying practice proved quite daunting for all of them. Energy star Dorian Boccolacci (Energy/Tm) beat Sweden’s Andreas Hansen by a mere 0”002, with Nielsen and Italy’s Luca Corberi (Kosmic/ Vortex) 1 tenth down. Verstappen only managed 9th fastest lap, while the Brits Ollie Norris (FA Kart/Vortex) 11th, Joyner

(Zanardi/Tm) 13th, Hanley dropped down to 18th for exiting the track limit in the fast corners with all four wheels – a recurrent manoeuvre for many drivers during the weekend – and Lennox-Lamb (Crt/Tm) 22nd. With Verstappen back in winningmode in the heats – the Dutch winning two and finishing 5th in the first – the front row for the prefinal saw Boccolacci (one wins and twice 2nd place) taking off from pole.

But the field was a lot more competitive than results might suggest, with Joyner, Convers (Kosmic/Vortex) and Basz (Tony Kart/Vortex) stopping the fastest lap respectively in the three heats. Row 2 went to Finn Vylle Mantyla (Kosmic/Vortex) sided by Joyner, row 3 to Italian duo Russo (Kosmic/Vortex) and Tiene (Crg/ Tm), with Nielsen and Convers sharing row 4, Lennox off from row 6, Norris from row 8, and Hanley still struggling down in row 10. Boccolacci and Verstappen led the early stages of the prefinal, which saw the big jump of Nielsen and LennoxLamb in the first lap, with Basz, Russo and Joyner in tow. Fifteen exciting laps ensued, with the reigning European Champion making the move on the leader on lap 3

KF RESULTS AFTER BAHREIN (BHR) P 1 2 3 4 5 6 7 8 9 10

N 44 34 1 4 5 43 55 8 29 20

Driver Joyner, Tom Hanley, Ben Verstappen, Max Basz, Karol Nielsen, Nicklas Stroll, Lance Hansen, Andreas S. Convers, Armand Boccolacci, Dorian Stupenkov, Egor

NAT GBR GBR NLD POL DNK CAN DNK FRA FRA RUS

GBR 4 16 25 5 20 11 10 0 7 13

BHR 25 13 E 20 0 6 7 16 9 2

PT. 29 29 25 25 20 17 17 16 16 15

KF FINAL P 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33

N 44 4 8 34 24 19 29 28 55 43 21 22 46 20 40 25 45 33 39 56 36 23 14 26 52 57 47 5 42 7 53 49 1

Driver Joyner, Tom Basz, Karol Convers, Armand Hanley, Ben Tujula, Tuomas Russo, Andrea Boccolacci, Dorian Kuusiniemi, Jussi Hansen, Andreas S. Stroll, Lance Lennox-Lamb, Jordon Norris, Oliver Welin, Ville Stupenkov, Egor Mäntylä, Ville Okada, Takuya Mawson, Joseph Dabski, Karol Laaksonen, Simo Parkings, Nathan Ruud Kjaer, Magnus Horn, Moritz Chang Wing Chung, A. Gomez, Sidney Al-Thawadi, Abdulla Van Der Watt, Julian Kasai, Takashi Nielsen, Nicklas Valtanen, Juho Tiene, Felice Corberi, Luca Besancenez, Paolo Verstappen, Max

NAT GBR POL FRA GBR FIN ITA FRA FIN DNK CAN GBR GBR FIN RUS FIN JPN AUS POL FIN ZAF DNK DEU MAC VEN BHR ZAF JPN DNK FIN ITA ITA FRA NLD

EQUIPMENTS Zanardi / TM Tony Kart / Vortex Kosmic / Vortex ART GP / TM ART GP / TM Kosmic / Vortex Energy / TM Kosmic / Vortex Tony Kart / Vortex Zanardi / TM CRG / TM FA Kart / Vortex Kosmic / Vortex Energy / TM Kosmic / Vortex ART GP / TM Kosmic / Vortex Praga / Parilla ART GP / TM Zanardi / Parilla Tony Kart / Vortex Energy / TM Tony Kart / Vortex Tony Kart / TM Parolin / TM Zanardi / Parilla Tony Kart / Vortex Kosmic / Vortex Kosmic / Vortex CRG / TM Kosmic / Vortex Tony Kart / TM CRG / TM

GAP 22 laps +2.311 +3.065 +4.796 +6.848 +6.909 +7.693 +8.242 +8.794 +8.862 +9.311 +9.752 +11.243 +12.770 +13.138 +15.332 +15.438 +15.671 +16.900 +18.062 +18.541 +18.631 +19.338 +23.364 +23.920 +29.006 +42.153 +15 Laps +17 Laps +18 Laps +20 Laps +21 Laps Excluded

thundering away to a 2”7 win. Boccolacci tried to fight back after being demoted to 5th by Lennox-Lamb, Nielsen and Basz, but to get the last word for the final front row start would be Joyner with 6 laps to go. Tiene also joined the mix having the better of Boccolacci for 3rd, as title contender Nielsen almost got taken by Hansen’s furious comeback (fastest lap of the weekend with 51”991) for 5th, with Lamb demoted to 7th, Norris moving up to 13th and Hanley to 15th.

The final proved a real show. Verstappen kept the lead at the start, Nielsen got the jump shadowing the Dutch, yet soon taken

by Joyner and Lennox-Lamb, with Basz and a spectacular Hanley (up from 15th)

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test

TILLOTSON HM-2A FOR ROTAX MAX

Report: M. Voltini Pictures: D. Paolicelli

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A turn o

n of a screw

Exclusive!

We tested the new Tillotson diaphragm carb for Rotax Max: easier to use and improved performance

The craze to change float type carburettors used for some direct drive classes for diaphragm carburettors is becoming a tendency. Here we are going to look into this issue and give you a preview account of a test carried out on a prototype Tillotson carburettor for the Rotax Max and also for all the other Rotax categories.

The 27 mm Tillotson HM-2A that we tested on the Rotax Max is a normal diaphragm carburettor with adjusting screws, but with a “sleeve” joint like the original carburettor. You can also see in the 3D picture, the new starter system that enriches carburetion at the start.

Andrew Fallon, technical manager at the Irish plant helped us with the test.

The world-renowned carb manufacturer Tillotson is launching a new product that is set to take the karting world by storm. A new diaphragm carburettor with carburetion screws, thought, designed and conceived for the Rotax Max category (one of the most popular in the world) to replace the float type carb currently used by and large in single-make series.

A novelty that strengthens our belief on how the world of karting is really an interesting and rather strange world, and not just from a racing, sports and technical point, but also for what concerns behaviour. When some tendencies (apparently) conflicting - yet all bearing a validity in their own right - arise, it’s “funny” and not unusual to see afterwards pretentious comments in one way or another, and then see some kart drivers doing the exact opposite.

A good example recently concerns carburettors: while some totally ignore various problems concerning the KF class and try to have people believe, (unfortunately at “the top”, among those that count, sports authorities, and some actually believe it) that the problems are due to carburettors “with screws”, the

reality speaks of a diametrically opposite tendency. That is, in some direct drive classes that already use “float type carburettors” (with fixed jets”) drivers now tend to change to “diaphragm” carburettors. Some retailers are already selling kits for changing the Vortex Rok (Tryton) and now also Tillotson, as mentioned, is going to put one on the market; it has been made especially for the Rotax Max class, but it can be used on all current Rotax racing engines also and possibly other non-Rotax classes as well.

We had an opportunity of trying a prototype of the carburettor made by Tillotson in preview, the HM-2A model made for Rotax Max 125 FR engines. The test was carried out at the track in Arce together with Francesco Laudato’s team and his drivers Carlo Borghese and Gianluca Ronga. To tell the truth, the latter was there for training, but he couldn’t resist the temptation of trying out the Tillotson prototype personally.

Then again neither could Laudato; and neither could we… So, let’s take a closer look at the different aspects, from the technical details to the on the track results.

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THINGS

TO KNOW

ABOUT LOCKNUTS 1 WHY ARE THEY USED?

REPORT M. VOLTINI

A column on

It’s quite normal that in the range of nuts and bolts that are found in karts there are loads of so-called locknuts.

What are they exactly? Why are they used? These are normal questions for anyone who is not satisfied to do things by habit. These specific nuts eliminate (or at least considerably reduce the risk) of the nuts coming out due to vibrations, and there are lots of vibrations when driving a kart. So, the …. Isn’t just a case of aesthetic, the look good, not are they top put things right in case you have forgotten to tighten the screws, even if they do help in doing this too.

things that are “obvious but not too much through” about karting

2 WHAT THEY ARE LIKE

Compared to the normal nuts, locknuts are different, they have extra bits and/or changes specifically studied to make it harder for them to unscrew. These changes can be of different types: from inserts made of plastic material to mechanical deformation on the threaded part, so as to increase friction. . Don’t forget that flat washers can be used as an element to prevent unscrewing, when applied on the plastic or cut into it, the same applies to any scratched shoulder on the same nuts. However these solutions are to be avoided also because the surface that they touch, especially aluminium, gets ruined.

3 WITH NYLON GRIP

The most commonly used locknuts also in the motoring/karting field, are the ones with a ring made of plastic material, usually nylon. This not only acts and it is “harder” to tighten or unscrew the nut, but it also has a sequence for unscrewing that is different to that used for metal. And this makes it stronger so that vibrations have practically no effect on it. Moreover, if you forget to tighten them, well we wouldn’t lose them along the track and with them the part that they fix, we’d have time to stop without any serious consequence (something that rarely happens with normal nuts.

4 “MECHANICAL”

As already mentioned, besides the ones with plastic insert, there are some locknuts where the action of the locknut is mechanical. That is, it works by deforming the thread, inserting metallic reeds and/or making the bore oval at one end, things that increase friction. Furthermore, in the more advanced models, it is the locking force that increases lock hold more. This type of dado is though more adapt to being used just once, and not for frequent disassembly and re-assembly, either because it rapidly loses this deformation, or because it tends to ruin the thread of the screws on which it is mounted.

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5 COPPER

Types of locknut frequently used on karts are the copper ones. To be honest, there is no advantage in using this type of nut, if not having a small bulk: in fact, they have been used for fixing wheels when the use of “supports” was forbidden and anyway, the nuts which aren’t locknuts, and in the case of rims with little space available were the only alternative. As often happens, have continued to use them trough habit. However, remember that these nuts are for those who collect car exhausts – the copper coating functions as heat resistant and nothing else – besides having terrible mechanical qualities, it has always become unusable after the first use.

7 ALTERNATIVES

Besides not being too expensive the locknuts that we have seen are the best and most practical solution.

However, it isn’t the only solution and neither is it the safest out of the lot. If we want to be 100% sure of avoiding any dado from unscrewing, or getting loose, in cases where we just can’t afford to let this happen, it is better to use the solution with a nut and locknut: that is, we tighten the screws with a normal dado, and then we screw on another dado on this, and better still if the latter is a locknut. The contrasting action between the two nuts prevents them from unscrewing. Then there is a third solution inserting a split pin in a bore made in the screw, especially combined with specific nuts with cuts; or tie the nuts together with a wire (must have a bore in each one). However, these solutions, as safe as they might be, are not used because they aren’t very practical.

6 TALKING OF SPINDLES

One situation where the use of locknuts offers practically no alternative is in fixing the front wheels to the spindles. In this case, you cannot tighten the dado, because it acts directly on the wheel bearings and would block them (when it doesn’t actually directly ruin them). Consequently, the eventuality of losing (but better not) the wheel is transferred exclusively to the braking properties of the same nut, which must remain in the same position as we have adjusted it (compromised between bearing flow and wheel allowance). In this use it is therefore very important for the nut dado to be in perfect conditions, which presents a certain amount of friction and above all that the nylon ring does engage on the spindle thread.

8 LIMITS

The locknuts we have presented have no contraindication, normally, but it is better to know some of their limits. For example, true that the nylon ring must not give an exaggerated action and it doesn’t get absolutely ruined after the first use, but when we can turn a dado by hand, well it is time to change it.

Only if it is an emergency, you can try to get it going well by banging with a hammer and screw driver the housing of the nylon ring, so as to force it a bit.

Besides, the nylon soon degrades if we mount this sort of nuts on components exposed to high temperature: therefore be careful when dealing with elements like brakes, for example. These are problems that can be solved with copper nuts, but for these it is better to change them often and remember not to tighten them too much “to death” because you would already in doing this would ruin their mechanical resistance, which is low. This does not happen with the ones of the same type, but made of titanium: the only thing is, they cost a fortune...

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VINTAGE

2013 BAHAMAS SPEEDWEEK REVIVAL

The

REPORT H. BEAUDETTE PHOTOS BHKC

BRITISH HISTORIC KART CLUB hits the

Bahamas After the second edition of the Speedweeks revival meeting in 2012 saw a group of young Cadet and Rotax drivers from the Formula Kart Stars Championship truly capturing a nation, 30 members of the British Historic Kart Club joined the ‘party’ for the third annual revival meeting in December 2013.

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T

he history of the Bahamas Speedweeks for cars is well documented, with many of the greatest names in motorsport decamping to Nassau for a week of racing and partying between 1954 and 1967.

While car racing continued in various guises until the demise of the Bahamas Motor Club in 1973, the history of karting on these sun drenched isles is less clear.

Aside from the inaugural World Karting Championships in 1959 and the two subsequent running of the event in 1960 and 1961, karting in the Bahamas pestered out at around the same time as Speedweeks itself and while one or two old karts remain on the island of New Providence, home of the capital city of Nassau there are precisely zero kart tracks of any description on any of the 700 islands that make up The Bahamas.

It is therefore no surprise that, during the second running of the Speedweeks revival meeting in 2012 a group of young Cadet and Rotax racers from the Formula Kart Stars Championship truly captured the imagination of a nation, especially when it was explained to the enraptured masses that the panel on the front of every modern day kart is called the Nassau Panel in deference to the city that hosted the first World Championships more than half a century ago.

As exciting as the modern day karts were, it was far more relevant for an event designed to celebrate the time-frame of the original Speedweeks to have karts from the same period in action and so it proved with the addition of more than 30 members of the British Historic Kart Club joining the ‘party’ for the third annual revival meeting in December this year.

More than 20 karts would participate, with the emphasis placed squarely on ‘fun’ rather than competitiveness. The karters would begin their Speedweek experience with a series of demonstration ‘races’ around a specially constructed 600-metre circuit laid out in the car park of the

Andy and Emma Young shared their 1980 Hewland Arrow powered Swiss Hutless chassis

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