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 CONTENTS
Acknowledgments 6 C ha pte r 5
Introdu ction Z KART SETUP 8Q
How a Kart C h a ssis W orks 80
Chapter 1 Seat Dynam ics 101 84
LET S GQ KARTING 8 Data Acguisition as
History of Kartinq ID Gear Alignment 89
Basic Layout of a Kart 11 Tires 92
Buvirm a Kart 1Z Maintenance 9Z
Equipment 21
C ha pte r 6
Chapter 2 KART TUNING urn
KARTING FORMATS 26 Starting Your Kart 1DQ
Kartinq Breakdowns 34 Kart Clutch 101 103
C lasses 35 Findinq the Right Balance 108
Understanding the Rules 32 Changes and Adjustments 111
Mounting Kart Tires 113
Chapter 3 Performance Tuning 116
ENGINE FORMATS 4Q
Four-Cycle 101 41 C ha pte r 7
Two-Cycle 101 5fl DRIVING TECHNIQUES 122
Shifter 101 5fi Body Positioning 123
Engine Maintenance 52 Driving-Line Components 124
The Racing Line 126
Chapter 4 Reference Points 129
KARTING SAFETY 62 Race-Day Setup 13Q
Track Safety S3 Racing Principles 135
Signal Flags 64 Wet-Weather 141
Driver Signals 69
Pit Safety ZD G lo ss a ry o f K a rtin g S p e a k 148
Safety Helmets ZD K a rting C h a rts a n d C h e c k lists 15Q
Safety Gear Z3 Index 159
Kart Safety 77
 Acknowledgments
Co-author Jeff Grist with his wife Helen.
ince Memo and I first decided to start
S writing books for karting, wc have liad a
great deal of stip[x>rt from die entire karting
industry. Man)' people liave lielpcd us put tliis
book and our three Secrets of Speed books
logedier. V\ridiout die support, encouragement,
and insight from all of diese individuals, we
could not liave achieved die incredible success
our book series currently enjoys
We would like to extend a special thank
you to Donnie Graves for helping us along
die way and encouraging us to start diis
journey. Also a BIG dianks to Fausto Vitcllo
of Trackinagic Racing Karts for liis fantastic
support. Art Veriengiere of RLV Exhuasts for
is tremendous encouragement, and Dan
Wilson of Briggs and Stratton Motorsports
for Ills incredible generosity.
We would also like to recognize die many
other companies dial have provided products
and information to our program over die years.
AimSports, Alpinestars Racewear, Andersen
Pit Karts, Bell Racing Helmets, Bridgestone
Tires, Burris Racing, Corby Concepts,
Cytomax Energy Drinks, DecalWorks, Design
500 Racewear, Douglas Wheels, Horstman
Clutches, KG Bodywork. Longacre Scales,
Odendial Manufricturing, PACE American
Trailers, Prosjieed Kartsports, ROTAX
Racing Engines, Sniper Alignment Systems,
Swedetech Racing Engines, Tillett Racing
< 6
Seats, IM Racing Engines.'Ibreo Lubricants,
and Varnalia Kart Racing.
Memo and I have been fortunate
enough to work with some of the best
photographers in the business. These
incredible shooters include Scan Burr o f CO
Racing Jfr/gflrm^JefTDeskins of Shift Sport
Imager)', Peter Frey of Finlay Motorsports.
Bemd Fuchs of B c q k I Fuchs Photography.
Rowdy Jordan of r& R Photos, Theresa
Matkovich of Photo Arts International, and
Todd McCall of ( >n Track Promotions.
Thanks for your great photographs and for
helping put diis l**>k together. We would
like to recognize Craig Kitchen of Pillar
Design for his awesome illustrations and liis
hard work helping us get our books done.
Every project lias a special person who
contributes a scute of friendship and
commitment. For Memo and I that person is
Earl Ma. Earl has documented Memo's rise
in professional car racing and lias helped
organize Memos karting clinic in Hawaii.
Earls battle with illness anil his continuing
commitment to out program make him a
very special person to us. Get well soon.
Finally a BIG ank you to mu families
for all of their stipp .*rt and encouragement,
Sorry for the late nights and long hours.
You guys arc the h
-Jc ft Crist
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 Introduction

his book is all about learning die

T basics of karting and how to get
started. Karting is an exciting motor s|>ort
that die entire family can enjoy. VVhat makes
karting special is that diere are so many
variations: no matter where you live or what
your personal taste may be, diere is likely to
a type of karting for you.
What also makes karting standout from
other niotorsports is diat you can enjoy it as
a stepping-stone into professional racing or
for a lifetime as a hobby. For me, karting was
a way to reach my goal of becoming a
professional race car driver, while for my co S fiflK 9

author Jeff Grist, karting is a family activity

as diev spend dieir weekends watching
their son Caret! race.
What follows is a book that will be
your guide into the world of karting. On
the outside looking in, karting may seem
like a complicated sport. However, in diis
book we will make the process of getting
into karting easy and simple to understand.
We will explain the many classes of karting
and the different racing formats to help find
a class dial's interesting and excidng to
you. From buying your first kart, to driving
to your first day at the track, all the way to
fine tuning your kart for peak performance,
diis book can be used to help you plan out
your steps into the sport at the pace thats
right for you.
Not only will diis book will give you a
solid basic understanding of all diosc
aspects of karting, it will also save you time
and money by quickly pointing you in the
right direction when first venturing into die
karting world. If diere is one area of karting
Co-author Memo Gidley
thats lacking, its having good, current
information thats available for the first time
driver dial is written by people who know
and have the experience.
In diis book you will not only find
information from my experiences from
when I first began in Kart racing, but also
things that I have continued to learn
diroughout my racing career. There is also
information from Jeff Grist, an avid
recreational karter and one of die top karting
how-to book audiors who has made kart
racing part of his and his family's way of life
for die past 10 years. Widi all die cxj>cricncc
and information in diis l>onk, you have a
comprehensive and easy-to-understand
karting book dial will be in a class of its own.
Memo Gidlcy

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< 7

Top North American drivers take to the
track in Austin, Texas, for the STARS of
Karting series finale. Sean Buur
Theres a form o f karting
and a level o f competition
fo r every age group.
LETS GO
KARTING
WHAT YOU WILL LEWN
Karting History
Kart layouts
Buying a Kart
Equipment
Transporting
WHAT IS KARTING ALL ABOUT?
arting is a fun, fast-paced motorsport
K thats enjoyable for the entire family.
Like many outdoor adventure activities,
it's a great way to spend time with friends
and family in a safe, fun enviromncnL
Karting is a sport you can do for life and
pass on to generations to come. It
combines camping with competition to
make a true learning experience.
As you will see, we are firm
believers in being prepared before you
get to the racetrack. Karting is more
than just driving; its about working on
your kart and setting goals. Karting tests
all your skills, bodi physical and mental.
For some, karting is a fun activity. For
others, its a step toward bigger dungs
in the world of motorsports.
4 8
Levels of Karting
Theres a form of Itarting and a level of
competition for evdry age group. Many
racers love the thrill atid fun of local
club racing. Being part of a race club is
a great way to meet new friends and
participate at an affordable level. From
the local club scene you can participate
at the regional level, which brings
together the best competition from
around your state or province. Widi
regional racing comes stiffer
competition and higher costs associated
with traveling longer distances. Also,
there is the added iressure of learning
new tracks anti kart setups.
For an elite lew', there is national-
level competition such as die STARS
o f Karting. These series cover the
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entire country and brings together tire
best the sport has to offer, including
drivers from other countries. All die
major manufacturers participate with
their factory-supported teams and
drivers. These events are run over
several days with many racers racing in
different classes.
Road to Racing Cars
For some drivers, karting is die starting
point to a motorsports career. Many
well-known car-racing champions from
many different scries have come from
karting. These include drivers not only
here in North America but also from
many parts of globe. Names like Jeff
Gordon, Paul Tracy, Michael
Schumacher, Tony Stewart, and this
hook's coauthor, Memo Gidley, all
started dieir careers in karting. Karting
allows young drivers to develop their
driving skills and race craft at an early
age. Learning good race craft and
A b o v e : K a r t in g c a n be enjoyed by
both boys and girls, young and old
alike. The friendships that come with
karting will last a lifetime. Sean Buur
Left: Memo Gidley has turned
successful karting into a career,
including two National
Championships, into a professional
car racing career. Here he is at the
ROLEX 24 Hours of Daytona, racing in
the prototype category. Earl Ma
4 9 Copyrighted material
CHAPTER 1

very physically demanding. Quick

ACCESSIBILITY
Karting is one ol the tew m otorsports that
offe rs a c c e ssib ility to w h e e lc h a ir-b o u n d
athletes. One of the original g o a ls ol the
Full Circle Foundation w a s to produce a go
kart that w ould fit into the m a instream
w orld of karting s o that those w h o are
w heelchair bound could race or just ride for
fun on an equal ba sis. The new e st de sign
in c o rp o ra te s sp e c ia lly d e s ig n e d hand-
operated controls (HOC) for the brake and
throttle, along with a se at d e sign e d around
m a k e s the seat m uch m ore com fortable for
physica lly ch alle nge d drivers.
M a ke no mistake: these HOC karts are
serious machines! Child versions can reach
speeds of 40 miles per hour, and adult versions
g o a s fast a s 70 to over 100 miles per hour. To
those involved In Full Circle Foundation karting,
there is nothing more rewarding than seeing
the sm ile on the lace of som eone w ho is
experiencing the heart-pum ping action ot
controlling this machine and forgetting their
reflexes and good vision are cridcal to
success in karting Drivers need to be in
good physical o:o idiiition to drive and
cope with up to 2.5 g forces and
extreme heat. BelfOrc you begin karting
be sure to chec with your doctor,
Important area! of the body to
condition for strength include
shoulders, arms and back. Most
people new to kai ing are surprised by
just how physica it really is to drive
one of these mac!1 nes.

the d r iv e r 's s e a t . T he m ate rial u se d physical disability. HISTORY OF KARTING

T a k i n g to t h e t r a c k in a h a n d - o p e r a t e d - c o n t r o ls (H O C ) k a r t i s a g r e a t w a y fo r
d i s a b l e d a t h le t e s to e n j o y th e lu n a n d t h r ill s o f m o t o r s p o r t s . Todd M c C a ll
understanding motorsports safety at an
early age arc key to developing a strong
professional career. The skills learned
on and off die karting track can be
transferred to car racing. It is this long
history of driver progression diat fuels
Drivers need to be in good the intense interest in karting. Who
knows? You may be racing widi the
physical condition to drive next world cliampion.
and cope with up to 2.5 g P hysical Dem ands
Karung can be enjoyed from age 8 to
forces and extreme heat. 80, but it is an active sport that can be
T he man most often credited with
building die first modern-style kart is
Art Ingles. A rac< car builder, Art was
an American a^tnan stationed in
Europe during \ forld War II. As a
pastime, he and oftlier American pilots
built small vehicle l from metal tubes to
drive during di^ir free time. Upon
returning home to the United States,
Art built a kart using semipneumatic
tires, a West Bent two-stroke engine, a
steering system, and a chain-and-
sprocket drive. F e first demonstrated
his creation in 1! 56 in a supermarket
parking lot in Los Angeles.
By 1957, Art aid others, like Duffy'
Livingstone, bega ! holding impromptu
races in the pari mg lot of the Rose
Bowl in Pasadei a , California. Soon
after, drivers began to develop
innovative design! like die DRONE, so
named because die engine was
originally used ill a U.S. Army radio-
controlled drone airplane. The karts
and speeds quic dy outgrew parking
lots and before ong, karting tracks
began to appear hroughout Southern
California and thi sport of karting was
born. The nam Go Kart can be
traced back to a company called GP
Mufflers, which, a ier seeing Art Ingles
original crcatioi , created its own
versions of karts, vhich dicy continued
to improve.

4 10
 LET'S GO KARTING

In 1958, the Go Kart Club of
America was incorporated in
California, followed by the creation of
the American Kart M anufacturers
Association in 1959. It was these two
groups that drove the industry
forward and helped to build strong
grassroots popularity. Many large
races were staged throughout the late
1950s and early 1960s, helping to
spread the word about karting across
the United States.
During the 1960s, 1970s, and
1980s, karting enjoyed many ups, as
well as suffered from many downs.
Throughout this period, brave pioneers
condnued to develop new kart designs
as the sport progressed, and the main
center of karting began to shift away
from die United States to Europe. Many
of todays major chassis and engine
builders are located in Europe, widi die
strongest concentration in Italy.
From its very inception, karting has
been part of the CIK/FIA world
governing body of motorsport. Karting
has beneGted gready as a recognized
part of the motorsports community,
allowing a clear padi for racers to follow
to die top levels of motorsports. The
CIK/FIA has also helped karting safety
dirough die decades. Many current car The basic design o f any kart
racing standards and procedures for
track and vehicle safety have been chassis uses a solid axle.
adapted to karting.
BASIC LAYOUT OF A KART
Todays karts have evolved from the
early days of Art Ingles and his many
peers and now very much resemble
automobiles in format and operation.
What makes karting so Gin and dynamic
is having diis direct connection to die
amazing race cars we see on TV or at
die track. As you learn more about
karting, you will deal with many of die
same set-up and driving issues you hear
professional race car drivers talk about. Karting has been part of the
The simplicity o f a karts design is
based on metal tubing dial is bent and CIK/FIA world governing
welded together to form the Game or
chassis. The basic design of any kart body o f motorsport.
chassis uses a solid axle, or live axle as
it is sometimes called, which locks the
rear wheels together by way of a single
axle. By contrast, a race car uses a
differential in the rear end. Differental
allows the inside wheel to rotate less
than the outside wheel as they travel
through a different radius which helps
die car turn easier through a corner. A
kart relies on weight jacking and

50TH ANNIVERSARY

2 0 0 6 m arks the official 50th anniversary of karting. The Karting Industry

Council, the oldest and largest trade association for the sport in North
America, held a contest to design a new logo to m ark the special occa
sion. The w inning logo w a s designed by artist Justin Jacobs of la k e
City, Kansas, and w a s selected from 5 7 logos submitted by various
artists from around the world. D esigners from the United States.
Canada, and other countries including Great Britain, Bangladesh, and
Serbia submitted entries. Ju d ge s for the contest included mem bers of
the print and electronic karting media from North America and Europe.
The logo will be used by Karting Industry Council to commemorate the
50th anniversary of the sport in print, on apparel, and on other mediums,
with all proceeds going to the non-profit trade association. A s an inde
pendent organization, the Karting Industry Council acts as a liaison between
the karting industry and karting organizations, dubs, and track owners.

< 11
CHAPTER 1
This overhead shot shows the basic
layout of a sprint kart. The engine is
mounted on the right side and the
driver seat is slightly to the left. All
kart formats have the gas pedal
mounted on the right and the brake
pedal on the left. The steering wheel
runs up from the front. Sean Buur
A well-installed and
properly fitted seat means
a faster kart.
chassis flex to allow the inside rear
wheel to lift off the ground and help
the kart turn through comers.
P edals
Like the average automobile, a kart has
a gas pedal and a brake pedal. Most
karts are clutch driven so when you
press on the gas pedal, the clutch
engages and off you go. For some karts,
a clutch lever mounted to the steering
wheel is used to engage the engine. T he
big difference between a car and a kart
is braking widi your left foot. Many
first-time karters struggle with diis, but
with practice it becomes familiar.
Controlling the brake and gas
i 12
-----------------------'w-----------------------
STARTING
To start yo u r kart, som e e n g in e s u se
traditional pull cord s, w hile oth e rs u se
rem ote battery-pow ered electric starters.
A lso karts n ow have onboard electric starters
referred to a s Touch and Go. This m a k e s firing
up your kart a s e a sy a s p u shing a button.
separately allows the driver to react
more quickly. T he pedals are mounted
at the very front oftltc chassis and use a
simple round tubing design. T he pedal
position can be adjusted to suit the
drivers size.
Engine
Kart engines are m ounted on the
drivers right side near the hack end o f
the kart. T h is allows the engine to he
close to the rear axle to drive the kart
forward. Kart-racing engines can be
both two-stoke anti four-stoke and can
range from 4 to 50-plus horsepower.
T h e most common two-stroke engines
are 100-cc air-cooled engines that will
produce about 12 horsepower. T h e
most common four-stroke engines are
made by Briggs & Stratton, which,
with some modifications, can produce
up to 10 horsepower.
Se a t
T he seat is one of the most critical
com ponents o f a kart because it
connects the largest mass, you, the
driver, to the kart. Too often the seat is
im properly positioned or poorly
installed, directly affecting the handling
performance of the chassis. A well-
installed and properly lilted seat means
a faster kart.
Like the geoujetry and Ilex built into
the chassis, kart manufacturers spend a
lot of time testing for proper seat
positioning. Most manufacturers will
 LETS GO KARTING

Gary Carlton uses a hand-held

electric start to fire a Yamaha
YF200R1 for Mem o Gidley. Karts use a
variety of starting systems, including
onboard electric starts and side-
cover-mounted pull cord starters.
Sean Buur

M ost kart seats are made from

fiberglass or plastic and should be
positioned to ensure the driver is
comfortable. Sean Buur

< 13 C opyrighted material

CHAPTER 1
Speedway karts use large bodywork
to cover the wheels, allowing for
close, tight racing on small oval
tracks. Drivers sit low in the kart to
keep the center of gravity low.
Rowdy Jordan
I t s important to keep your
brakes clean and free from
dirt and grease.
have recommended settings for
optimum performance. These are
available from your dealer or from the
manufacturers website. You should
always consult your chassis
manufacturer or your scat manufacturer
for exact mounting specifications. We
will go into more detail on seat setup in
Chapter 5.
Brakes
Most karts make use of a single rear
brake that is mounted on the rear axle.
The pedal pulls on an arm that moves a
hydraulic pump system. Faster karts
such as shifter karts and super karts also
have front brake systems. The brake
system on a kart is lightweight and uses
pad-and-rotor setups similar to a cars.
Its important to keep your brakes clean
and free from dirt and grease, and keep
an eye on your brake pads to make sure
dieyre not worn o u t
Tires
Like a race car, the dres on a kart are
tubeless, that is, the air is held inside die
dre widi a dght seal between die dre
bead and die wheel rim. Karts use slicks
for dry weather and grooved dres for
t 14 1
wet weather. When you look at the size
of a kart dre in relation to die overall
weight of the kart, you get a good
understanding of why karts perforin so
well. T he combination of being
lightweight and kiviug a lot of rubber
makes for high levels of grip. Racing
kart tires are low and wide, compared
widi odicr racing tires. This allows a
kart to have a short sidewall, which
creates a tire that reacts <|uickly to
driver input.
W heels
Rims are also a key component of the
endre wheel assembly. They can be
made from stamped aluminum,
machined from billet stock, or cast from
magnesium. T he high amount of grip
generated by karts puts a tremendous
strain on the rims. This high grip builds
up heat, which plays a big role in tire
performance. Each type of rim material
will handle heat buildup differently.
Some rims are also designed to be stiffer
dian others, and :iiis can also have an
efTect on the handling of the kart. A
stiffer or softer rim will have a similar
effect to a stiffer or softer frame. The
lower the grip of smoother die track.
Copyrighted material

the stiller a rim you might want; the
higher the grip or the bumpier track,
the softer the rim you might choose. All
karts use a three-bolt pattern for
mounting rear tires.
European-made components,
however, use a different bolt-pattern
standard from those made in die United
States. Most karts use a front rim widi
the hearing built in; die wheel simply
4 15
LET S GO KARTING
All karts use a disc brake system.
While most modern systems are
hydraulic, like the one pictured here,
still some kid karts use a mechanical
style. Sean Buur
Speedway karts will use "offset,"
meaning the left wheel is in closer to
the frame than the right wheel. This
helps the kart turn easier through
corners. Rowdy Jordan
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CHAPTER 1
Kart rims come in various sizes and
finishes. Some front wheels have a
spindle bearing, while others use a
three-bolt pattern with a spindle hub.
Sean Buur
A dealer that can
provide track support is
very important.
slides onto die front spindle. In some
cases, a spindle hub is used, so the front
rim will use a three-bolt pattern. Shifter
Karts using front brakes use a special
spindle huh with the brake rotor
attached. A special wheel hub is used to
adjust die front end. These hubs also
use a three bolt pattern.
GETTING STARTED IN KARTING
The sport of karting has experienced
dramatic growth over the past two
decades, marked not only by increased
participation, but also by an increase in
die number of karting facilities. While
only a small percentage of karters
become professional racers, many
drivers from all levels of inotorsports
race karts to keep their skills honed, or
simply because they love it Karting is
very much a family sport; everyone can
get involved in die days activities. The
first step to starting any new hobby or
sport is gaining the proper knowledge.
Its important to gather as much
4 16
information as , possible to help
understand the worid of karting. The
best sources ofinformation are your local
kart track, magazines, and die Internet.
'The karting industry lias a nmnlx-r of
gpod consumer Magazines available by
subscription and on the newsstand. A
subscription to i nc or more of these
magazines is a go -d way to learn about
karting. Many of dx sc moodily magazines
list clubs, provide technical articles,
liighlight drivers ; nd karts, and provide
classified ads. Magazines that provide
coverage of karting include Go Racing
KarlSporl, National hurl .Vries, and
Suprrinti IUustratrd.
By far die liest way to learn about
karting is to attend races at your local
track. You will find plenty o f racers
anxious to tell you about dieir karts and
their racing experiences. It's important
to learn what class of karts race in your
area, and which arc supported hv local
dealerships. Its best to consider a
popular class so lliat no matter how fast
Copyrighted material

or slow you may be, there will always be
someone to race with. Racing is all
about mixing it up with others and
small grids rarely make for fun racing.
The class or level you race widi should
be your guide to the kind of equipment
you will need. He careful when
choosing your equipment. While most
karts look somewhat similar to one
anodicr, each is intended for a specific
class, and costs and speeds vary widely.
BUYING A KART
Before you jum p into purchasing your
kart, lie sure to set a reasonable budget.
Check out die classified ads in the back
of karting magazines and online to get a
good sense of how much the
kart/engine combination you are
LET S GO KARTING
looking for would cost. You can This typical four-stroke sprint kart
purchase your kart new or used. Each setup uses Yamaha YF200R1 engine
has pros and cons. on a Trackmagic Dragon chassis.
Purchasing new from a dealer will Before buying a new or used kart, put
get you what is commonly referred to it on a stand so you can see the all
as a roller. This is a complete kart widi the components and get a good look
seat, steering wheel, body, and rims. The at the frame. Sean Buur
engine and dres are extra, as they will
need to be specific to die class you
intend to race. Some dealers sell
complete karts or ready-to-race
packages dial include an engine and
dresall you need to do is add gas and
oil and go. It is best to find a dealer thats
been in business for a long dmc and lias
a strong clientele. Also, a dealer diat can
provide tracksidc support is very
important. And dont forget to let die
dealer know where you intend to race so
< 17 Copyrighted material
 CHAPTER 1
Karting has greatly expanded its
reach by introducing unique events
like the Rock Island Grand Prix, held
on the downtown streets ol Rock
Island, Illinois. This event draws
spectators from all over the Midwest.
Sean Buur
ROCK ISLAND GRAND PRIX
LABOR DAY W E E K E N D '
r Spocc
they can put together the right package.
The plus side to buying from a dealer is
the kart is new and set up for you. You
know the frame is straight and diere are
no bent or worn parts. The down side is
dial you dont get any spares like tie
rods, spindles, or axles. These are
components that you will need at some
point and will add to your cost.
Purchasing used from a local racer
can be a great way to go. T he kart will
usually be complete and come with
many spares and extras. Its great to find
a driver who is moving up to a new class
or a different type o f racing. They
usually sell everydiing diat goes widi
dieir kart. You want to look for a clean,
well-maintained kart. Be sure to ask if
the kart has been crashed and has
18
suffered any major damage. Also ask if
the frame has ever been straightened.
Be sure to flip the kart up and look at
die underside. This will tell you a lot
about how hard the kart has been raced
and whether diere has been major wear
and tear from driving off the track.
W hether buying a new or a used
kart, be sure that it w ill not only meet
your needs today, but down the road as
well. If youre in the last year of a class
and must move tip next year, lie sure
that your frame or engine can still be
used. Ideally you dont want to have to
change karts alter one season. Also
check widi the racing organization to
see if any rule changes arc planned for
the coming season. This is usually not
an issue at die club level but can be a
Copyrighted material
 LET S GO KARTING

RACING ORGANIZATIONS

Throughout North Am erica and the w orld there are hundreds of racing
organizations running m a ny different karting cla sse s. W e have
selected a few of the larger, longer-standing organizations with large
m em bership b a se s to focus on. T he se organizations have a good track
record of operating fun. safe races at proper karting venues. All of
these are based in the United States, but m any have international
associatio ns and represent a good c ro ss section of karting.
The W orld Karting A ssocia tion (W KA) is a m em bership-ow ned,
non-profit corporation form ed In 1971 to regulate and prom ote the
sport o l com petitive kart racing, ft establishe s the rule s and se ts
sta n d a r d s by w h ic h to sa n c tio n tra c k s a n d co n d u ct a nnua l
c h a m p io n sh ip s for v a rious type s of karting. W K A h a s grow n to over
1 0 ,0 0 0 active m em bers a nd 1 2 0 sanctioned tracks nationwide,
m a k ing it the largest sanctioning body for kart racing in the United
States and one of the largest in the world. For m ore information go
to w w w .w orldkarting.com .
The International Kart Federation (IKF) takes pride in its long record
of achievem ent a s a governing body for the sport of kart racing. In
recognition of the need for controls over the sport, the IKF has
published rules for competition sin ce Novem ber 2 1 ,1 9 5 7 . Throughout
this time, the objectives of the Federation have been the sam e: to
foster strong and fair competition: to provide reasonable rules for the
various types of competition: to adm inister the competition program
with impartiality: and to reduce the hazards associated with this sport.
For m ore information g o to w ww.ikfkarting.com .
The Sn a p -o n S T A R S of Karting se rie s' goal is to promote and bring
aw are n e ss to karting. The series, founded three years a go by Bryan
Herta and the late Hollis Brown, w a s developed to provide a starting
point for a career in open wheel racing. The S T A R S of Karting is poised
to establish the proper structure and competition in Am erican karting
to allow new generations of Am erican racing stars to flourish.
The Sn a p -o n S ta rs of Karting follows the C IK format of event
criteria: their events are run under strict guidelines sim ilar to the rest
of the w orld and allow drivers to com pete with karters from around
the world.
Stars of Karting will offer six c la sse s in 200 6 . including ICA or
Intercontnenlal A, JIC A or Junior Intercontinental. Cadet, and TAG class.
For m ore information, visit w w w .starsofkarting.com .
The ROTAX M A X Challenge is a kart racing series dedicated to the
Rotax engine. The engine used is the F R 1 2 5 M A X (FR 12 5 Junior for the
Ju nior M A X C hallenge) w ith strictly no m odifications allowed.
Established in 1997, the ROTAX Kart Center now organizes national
competition in over 3 2 countries, including the United States. Canada,
and parts of Europe, am ong others.
The ROTAX M A X Challenge endeavors to provide, at d u b level,
perform ance approaching that of conventional I 2 5 c c racing karts
com bined with low running c o sts and low noise levels. W hile there is
a ROTAX c la ss for every age. the typical ROTAX driver is in their mkf-
3 0 s and has the need for speed but d o e sn t w ant to invest a lot of time
or m oney T hese drivers sim ply w ant to g o racing without the h a ssle s
of maintaining fragile race engines. For further information visit
w w w .rm axchallenge.com .
Superkarts! U S A (SK U SA ) w a s formed in 1 9 9 3 to create an
organization specifically for the c la ss of racing karts know n a s shifter
k a r t s ' Shifter karts are a development of the typical racing karts that
trace their roots back to the early 1950s. The replacement of the usual
10Occ kart motor with a 12 5 a engine/gearbox a sse m b ly transform s a
Go Kart into a shifter kart. Although primarily focused on shifters.
S K U S A n ow h a s a com plete racing program that includes the TAG U SA
class. S K U S A runs the TAG c la ss at a num ber of regional events and a
few select national events like the Supe m ation als held in L a s Vegas,
Nevada. For m ore information, g o to w w w .skusaonline.com .

major factor at the regional and
national levels.
Whether you purchased your kart
new from a dealer or used from a local
driver, its now your kart. It is your
res|H>nsibility to make sure die kart is safe
to drive. Dont rely on someone else. You
need to check the mounting of all
components to make sure everydiing is
tight and secure. It is very important dial
you become familiar widi how your kart
is put togedier. This will give you an idea
of how to fix your kart when a repair is
needed. Your first on-track outing should
he pure orientation. You need to make
sure that your kart is properly broken in
and use diis time to see if anydiing in die
installation process was overlooked. You
do not want to rush diis process to get a
quick lap time. Also, use diis first run as a
chance to get familiar widi how your new
kart feels and responds on die track.
After you have purchased a new
kart, your chassis manufacturer can be a
good source for information. C o to
their website and get all the information
you can on your make and model. Your
local kart dealer should be able to It is your responsibility
supply other key information, like a
baseline chassis and scat-mounting to make sure the kart
setup. Dont be afraid to ask questions.
Also, you need to build a dialogue widi is safe to drive.

< 19
 KARTING MAGAZINES AND WEB SITES
T h e Karting ind ustry h a s a n u m b e r of g o o d c o n su m e r m a g a z in e s
a vaila b le b y su b sc rip tio n a n d o n the n e w ssta n d . A su b sc rip tio n to o n e
or m o re of th e se m a g a z in e s is a g o o d w a y to learn a b o u t ka rting M a n y
of th e se m on th ly m a g a z in e s list d u b s , provid e technical a rtid e s.
hig h ligh t d riv e rs a n d karts, a n d provid e c la ssifie d a ds. T h e follow ing
m a g a z in e s provid e c o v e ra g e of fo u r-c y d e sp rin t karting.
Go Racing
Go Racing m a g a z in e w a s origina lly sta rte d in S o u th e rn C alifornia to
g iv e the local r a c e rs a m on th ly outlet for u p c o m in g eve nts, a n d se rie s.
S in c e then, it h a s gro w n , a lo n g w ith the sport. Go Racing diffe rs from
other m a g a z in e s b y its free distribution to kart d u b s , kart tra cks, a n d
kart s h o p s th ro u gh o u t the United States. C lu b s that h a v e re q ue ste d to
b e o n the d istn b u tio n list are se n t m a g a z in e s, to b e m a d e available on
ra c e d a y for their m e m b e rs. H o m e de live ry su b sc r ip t io n s are a ls o
a v a ila b le for $ 2 6 in the United S t a t e s if y o u w o u ld rather the m a g a z in e
b e se n t to y o u r h o u se . A lth o u g h the p rim a ry fo c u s is o n s p n n t racing.
Go Racing c o v e r s the entire sp o rt of karting. Sprint, roa d racing,
sp e e d w a y, a n d both tw o- a n d fo u r -c y d e ra c in g c a n b e found in Go
Racing th rou ghout the year.
For s u b s c r ip t io n in fo rm a tio n c a ll (9 0 9 ) 9 3 0 -5 0 4 5 or
w w w .g o ra c in g m a g a z in e .c o m .
KartSport
W id e ly re c o g n iz e d a s the v o ic e o f th e ka rte r in the p a d d o c k ,
KartSport is ente rta in in g, co n tro v e rsia l, a ddictive , a n d th o u g h t-
p ro v o k in g . a s w e ll a s the o n ly ka rt m a g a z in e to tra ve l th e w o r ld a n d
b r in g r e a d e r s the full e x p a n s e of t h is g lo b a l sport. F ro m L a s V e g a s
to W is c o n s in to O ntario, fro m D a y to n a to V a n c o u v e r to Illinois, fro m
Italy to S o u t h A fric a to M e x ic o . KartSport is a lw a y s o n h a n d to
s h o w c a s e k a r t in g a s the n e w e st m e m b e r of the a c tio n s p o r t s
in d u st r y T h e hea rt of e a c h m o n th ly is s u e of KartSport is a b le n d of
in t e rv ie w s w ith the s p o r t 's m o s t in trig u in g p e rso n a litie s, e ve nt
c o v e r a g e , a n d s u p e r b p h o to g ra p h y.
For su bscription inform ation call toll-free (8 8 8) 5 2 0 - 9 0 9 9 M o n d a y
throu gh Friday. 8 a m . to 4 :3 0 p m. (PST), o r visit w w w .ka rtsp ortm a g.com .
National Kart News
S in c e 1 9 8 6 . National Kart New s h a s be e n the m a g a z in e of c h o ic e for
both p ro fe ssio n a l a n d recreational ka rt racers. F ro m the ultra-extrem e
shifter karts, to the exciting w o rld of fo u r -c y d e oval racing, N K N c o v e rs
It all. W h e th e r your Interest is in le a rn in g m o re a b o u t the technical
a sp e c t of the sport, or w a n tin g to le a rn w h a t h a p p e n e d at a particular
ra ce in Europe, y o u 'll find all that a n d m o re in e a c h is s u e of National
Kart News.
F or su b sc rip tio n inform ation ca ll Toll F re e 1 (8 0 0 ) 2 7 7 - 0 0 3 3 o r visit
w w w .n k n .c o m .
Superkart Illustrated
N o w In its se v e n th ye a r of publication. Super Kart Illustrated is
d e sc rib e d a s the m a g a z in e p ro d u c e d "fo r kart ra c e rs b y kart ra c e rs *
O riginally titled Shifter Kart Illustrated, th is m a g a z in e h a s e xp a n d e d
from its o rigin a l all-shifter-kart form at. S K I is unparalleled in its
c o v e ra g e of the s p o r t 's action, includ ing shifters. tOOcc. TaG. four-
c y d e , a n d roa d ra cing. E a c h is s u e g iv e s re a d e rs w h a t the y are lo o k in g
for: in sid e r n e w s, ra ce reports, p rofiles a n d inte rvie w s, hard-hitting
storie s, na tion w id e results, a n d gre a t technical a r tid e s
For s u b s c r ip t io n in fo rm a tio n ca ll (9 0 5 ) 2 7 1 -3 2 3 6 or v isit
w w w .su p e rk a rtm a g .c o m .
A n o th e r potentially g o o d s o u rc e for inform ation is the Internet
potentially is s a id b e c a u se y o u d o n e e d to b e careful. W ith traditional
m a g a z in e s a s listed above , there is a n e ditor to verify that the
inform ation is co rre ct a n d accurate . On the Internet that is not a lw a y s
the c a se , e sp e cia lly in the a re a of f o ru m s a n d b lo g s A lw a y s be careful
w ith the inform ation y o u g a th e r from the Internet. Take inform ation
fo ru m s a s a d v ic e a n d u s e w ith caution. H e re is a lif t of s ix v e ry g o o d
a n d re putable s ite s that feature s o m e con tent o n four-cycle ra c in g
v isit 4cycle.com
A ls o k n o w n a s B o b 's fo u r-cy d e . the m a in fo c u s of tm s site is s p e e d w a y
or o va l kart racing, but it d o e s co n ta in lots of gre a t in sig h t a n d
inform ation o n fo u r -c y d e e n g in e s, e sp e c ia lly the B n g g s Raptor. A lot of
g o o d technical inform ation o n e n g in e tun in g c a n be found throu ghout
the site.
briggsraclng.com
T h is site is o p e ra te d b y B n g g s & Stratton R a c in g a n d c o n ta in s
inform ation o n all B r ig g s ra c in g e n g in e s E sp e cia lly g o o d a re the
te chnica l u p d a te s a n d technical sp e c ific a tio n s o n e a c h engine.
burrisracing.com
T h is site is o p e ra te d b y B u rris R a c in g a n d in d u c e s a se ctio n o n the
F 2 0 0 p rogra m . In th is se ctio n is a n outline o f the r u e s a n d re gu la tio n s
for the F 2 0 0 p ro g ra m for H onda. B rig g s. Y am aha, a n d T e cu m se h .
ekartingnews.com
E k a rtm g n e w s.c o m is e a sily the la rge st a n d m o st visited of the ka rting
w e b sites. It lists m a n y a d v e rtise rs a n d h a s a n e a t listing of ra ce
s c h e d u le s E K N is the w o r ld 's m o st p op u la r k a rtin c w e b site, a n d is the
o n ly site w ith a de d ica te d full-tim e editorial s t a ^ P a c k e d w ith daily
n e w s a n d inform ation. E K N h a s b e c o m e the o u tn g h t s o u rc e for o n -
tim e n e w s delivery. T ra c k sid e s e g m e n t s b rin g event c o v e ra g e to
a n o th e r level w ith re su lts, re ports, and p h o to s. EKN p r o v id e s
e ve ryth in g a n o nline karter co u ld w ant
worldkarting.com
O pe ra te d b y the W orld K a rtin g A sso c ia tio n , or W K A . th is site h e lp s you
g a m a n u n d e rsta n d in g o f s o m e of the m a n y four-cycle sp rin t c la s s e s
available. T h e W K A is the la rge st sa n c tio n in g b o d y in the sp o rt of
k a rtin g in N orth A m e ric a a n d h a s a lo n g histo ry in fo u r -c y d e ka rtin g for
both s p e e d w a y a n d sprint.
20 C o p y rig h te d m ate

your engine builder. He will be vital in
helping you avoid costly mistakes.
Before you strap on your gear,
let's go through a quick general check
and baseline setup. Start by putting
your kart up on a stand. Dont try to
work on the ground as it is easy to
miss something. You need to get your
tools organized and be ready to go.
Be prepared and you w ont get
sidelined with unnecessary problems
or delays.
LET S GO KARTING
EQUIPMENT Choose a high-quality kart stand with
Youll need some basic equipment to large, pneumatic tires. Working on
keep your kart in top shape. These items your kart will be easier and getting to
arc critical to ensure dial your kart is safe the grid will be less of a hassle.
and fun to drive. Sean Buur
Kart Stand
The first thing to buy is a good-quality
kart stand. You want a stand dial is
sturdy, easy to maneuver, and bas good-
sized wheels and Ures. Tills will help
make pushing your kart easier when
4 21 Copyrighted material
A good selection of the right
hardware is a must. Most speedway
karts are built in the United States
and use SAE (Society of Automotive
Engineers) or standard hardware,
while most sprint karts are made in
Europe and use metric hardware.
Jeff Deskins
Make sure your tools
anil equipment are
in good shape.
rolling it over gravel anti asphalt
irregularities at die track. You don't want to
get frustrated with a had kart stand before
you get to die grid. A range of models is
availablefrom basic units like die ones
from III.V, to more enlianced models like
die ones from Andersen Pit Karts. Bodi
models feature big pneumatic wheels to
run over gravel surfaces anti a large lower
tray for tools and |iarLs.'Ilie RLV unit fiilds
up for storage. The Andersen kart stand
can be used to transport die kart. Choose
die model dial's right for you.
Hand Tools
You will need a good set of hand tools
remember, many karts use metric
22
hardware. A basic set will include
T-handlcs, nut drivers, sockets, and
combination wrejiches, along with
screwdrivers, hammers, and punches.
Make sure your tools and equipment arc
in good shape. Worn or broken tools will
only lead to problems with your kart. It's
important dial you spend die money to
buy a well-known brand of tools. Cheap
tools strip and round off nuts and bolts,
making maintenai cc diflicult. Try to
keep your tools o gunized so you can
locate diem easily, saving time and
frustration. You will need a few sjiecialty
tools that are only tvailahlc at your local
kart shop. They include an air gauge, a
brake bleeder, and safety-wire pliers.
Copyrighted materi

Also, you may need a dutch puller if
youre running in a clutch class.
Lubes and Oils
Your kart will go through a lot of
lubrication. Make sure you have chain
lube, bearing lube, and spray-on lube.
Having a multipurpose lube like PL50
front Torco is very important. These
spray-on lubes are great for repelling
water and also for breaking down
grease. Be sure to buy high-quality
lubes to help ensure long life for your
driveline components.
Keeping your kart clean is a must.
Its always easier to work on a clean kart
titan a dirt)' one. Get your hands on
some general-purpose cleaners, like
Simple Green , for degreasing, along
with carburetor cleaner and brake
cleaner. Never use a water hose to spray
your kart clean, as the water will ruin the
bearings on your kart. Its much easier to
clean your kart while the dirt and grease
are fresh. For this reason, I always spend
five minutes at die end of a day at die
track cleaning my kart before I go home.
M etric Hardware
Make sure you liavc a full selection of
the metric nuts, bolts, and washers you
need to keep your kart in shape. Avoid
reusing Nylock nuts too often. Nothing
is worse than having a breakdown
because a 10-ccnt nut fell ofT your kart.
Go to your local nut-and-bolt supply
shop or try www.wewantmctric.com.
T here arc only a handful of
different fasteners on a kart, making a
complete inventory easy to keep. A
good assortment of the right pieces is
critical to keeping your kart in top
running shape. Most karts use 8.8 zinc-
plated steel metric hardware. Always try
to comply with OEM specifications.
Other Stuff
A kart has several items that arc best
described as consumables and should
LETS GO KARTING
be replaced on a regular basis as part of Keeping your kart clean
an ongoing maintenance schedule.
Parts dial wear quickly and should be is a must.
replaced often include: fuel line, fuel
filter, water hose, throttle return
springs, throttle cable, wheel studs,
wheel nuts, spark plugs, and chain. We
recommend dial you carry' spares of all
of diese items.
TRANSPORTING:
GETTING TO THE TRACK
There are a number of ways to get your
kart to die track. The important part is to
get dicrc safely. The primary choices for
getting your kart from home to track are
truck, van, or trailer. The key is you dont
need a huge truck and a massive trailer to
kart race. Most of your karting gear can
be boxed in plasuc totes. The size and
shape of a kart fits well into most standard
truck, van, and trailer configurations.
Truck
A pickup truck is a great way to get your
kart to the track. The tail gate on your
truck alsoworks as a great tool and parts
bench at the track. The important diing
when using a truck is to get everydiing
tied down properlyincluding all your
gas cans. Try to keep things like your
race gear in the cab to be sure its safe
and dry.
Many racers put their kart on a
raised platform above die wheelwells
and slip all their tools underneath.
Strapping the kart down is very Parts that wear quickly and
important. Old race tires make for great
cushions. Put a few of these used tires should be replaced often
under die frame before tying down will
help to hold the kart in place. If your include: fuel line, fu el filter,
truck has a shell or cap, this will further
protect your kart from die elements water hose, throttle return
during transportation.
springs, throttle cable, ivheel
Van
Widi so many minivans on the road studs, wheel nuts, spark
today theres a good chance you may
own or have access to one. Also, many plugs, and chain.
Copyrighted material
< 23
CHAPTER 1
Here is a pickup truck loaded for a
trip to the track. When you pack
properly, you can fit a lot in the back
of a pickup. Jeff Deskins
places rent commercial-size vans to use
for a weekend. With the rear seals out.
many karts will lit in nicely. Adding a
roof rack or carry bag is great for fuel
and oil cans. Do not transport fuel
inside your van. Again, you can place
your kart on a platform and pul your
tools underneath. Even though the kart
and equipment is inside, be sure to
strap it down properly.
Trailer
T h e nice part about having an
enclosed trailer is protecting your
kart, touts, and equipment from the
24
elem ents while (traveling. T his is
especially important for longer hauls
where you may encounter rain. While
trailers do require storage, you can
purchase some very small and
compact units that tow very easily
behind any vehicle; theyre available at
hardware centers such as Home
Depot. T here are some toy haulers
that combine living quarters with
cargo space, great for those overnight
stays. For some great tow tips, go to
www.paceamcricat.com.
Just retncmlijcr to be safe and
never overload.
popyrighted material

TOWING TIPS
With a trailer In tow. you're operating a vehicle
combination that is longer, heavier, wider and
taller. M a ke com pensating adjustments in your
normal driving practices. Here are som e helpful
trailenng tips:
1. Check the trailer's lights, brakes, hitch, etc.
so you know they are all working properly.
2. Slow down. Moderate to slower driving
speeds put less strain on your tow vehicle and
trailer and make for safer traveling.
3. Allow extra time and space between your rig
and traffic. You will need both when passing
and stopping, especially if your trailer is not
equipped with brakes.
4. Check rear view mirrors. Doing this frequently
will let you know that your trailer is riding prop
erty. W e recommend outside rear view mirrors
on both sides of your tow vehicle.
5. Tum wider. You need to make wider turns at
cu rves and com ers because your trailer's
w heels are generally closer to the inside of a
tum than the w heels on your tow vehicle.
6. Pass with extra care and caution. It takes
more time and distance to get around slower
moving vehicles and into the correct lane when
you've got a trailer in tow.
7. Be aware of the wind direction and speed. To
avoid swaying, be prepared for sudden changes
in air pressure and wind buffering when larger
vehicles pass from either direction. Slow down a
bit and keep a firm hold on your steering wheel
Aim straight down your lane.
8. Conserve fuel. Youll go farther on a tank of
g a s at moderate speeds. H igher spe e ds
increase wind resistance against the trailer and
reduce fuel mileage.
9. Avoid sudden stops and starts. This can
cause skidding, sliding, or jackknifing even if
your trailer has brakes. Avoid quick stops when
turning. Smooth, gradual starts and stops will
also improve your ga s mileage.
10. Signal your intentions. Let surounding vehicles
know what you intended to do we* in advance
before your stop, tum, change lanes, or pass.
11. Shift to a lower gear. A lower gear will help
ease the load on the transmission and engine
LET'S GO KARTING
when going over steep hills, sand, gravel. or dirt
roads. If your tow vehicle h a s an overdrive gear,
shifting out of overdnve to a lower gear may
improve your g a s mileage.
12. Alw ays be courteous M ake It a s easy as
possible for faster moving vehicles to pass you.
Keep to the right of the road and prepare to
slow down if passing vehicles need extra time
to return to their proper lane.
13. Dont tailgate. Allow at least one car and
trailer length between you and the vehicle
ahead of you for each 10 miles per hour on your
speedometer. Three seconds should be the
minimum distance.
14. If a problem occurs, dont panic stay calm
and cool. It you experience a sudden bumping
or fishtailing, it may indicate a flat tire. Don't
jam on the brakes or m ash the accelerator in
an attempt to drive out of It. Instead, slowly
come to a stop a s you keep driving in as
straight a line a s possible. If conditions permit,
coast to a very slow speed and try to avoid
braking, except when your wheels are straight
ahead and your tow vehicle and trailer are in
line with each other.
15. If your trailer begins to fishtail a s you accel
erate to highway speed, back off the accelerator a
bit This should stop the fishtaking. If it begins
again as you increase speed, stop and check your
load. It probably isn't distributed evenly horn side
to side or it Is too far back to put a sufficient bad
on the hitch ball. It is recommended that 10
percent of the trailer load be on the hitch.
Redistribute the load as necessity dictates before
continuing on the highway.
Remember, never carry passengers in a bailer
while moving. Check hub temperature at each
stop. Adjust sensitivity of brake controller to
match load.
Reprinted with perm ission of PACE Am erican Trailers
w w w paceam encan ccro
DISCLAIM ER The exam ples gnren in the book are general
guidehnes for illustration ptrposes only and cannot cover
every passh le com bination of vehde . hrtch and trailer or
every ioadng situation Have your partcular rig inspected by
an authorized Pace Am erican dealership before tow ng heavy
loads or if any handling problem s occur. There are handling
problem s that cannot alw ays be solved by proper trailer
loading. You are solely responsible for the sa le loading and
operation of your vehicle and trailer
< 25

Chapter 2
Racers get ready to take to the grid in
the RMax Challenge, a series that
uses the ROTAX Touch and Go
engine. Drivers from over 72
countries race to crown a world
champion. Sean Burn
Each form at is very
specificfor the types of
chassis and engine
combinations that are used.
KARTING
FORMATS
WHAT YOU WILL LE 4RN
Formats
Breakdowns
Classes
Rules
arting has many different
K formats that cover a lot of
different age ranges. At first it can seem
a bit confusing and a little
overwhelming, but once you begin to
understand die differences you can
find the right form of karting for you.
Its important that you take some time
and understand all die formats before
you decide where to begin.
T here arc several im portant
factors to consider before you choose
your karting format. Some people want
to ease into the sport, while odiers
want to jum p right in. First, consider
age. For example, young children need
to start in a class and format where
they can learn the basics. T he next
consideration is budget. Set a reason
able budget dial you know you can
afford. Dont get into a kart thats
< 26
expensive to operate and maintain if
you dont have the time or resources.
Finally, be sure to set clear expecta
tions and goals. Understand what you
want to achieve in your racing.
KARTING FORMATS
Karts come in iiiniy different sizes
and take many foams. Each format is
very specific for the types of chassis
and engine com binations that arc
used. After researching kart tracks in
your area, the neja step is to attend a
race weekend eveat. Evers' region has
classes that are more popular than
others: its always more fun to
compete in a d a is that has a lot of
drivers. Not only will the competition
be better, but there will be more
people to help ycli if you have ques
tions or problems!
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Indoor
indoor karting is one o f the most
popular forms of karting in the world.
T he biggest benefit o f indoor karting is
that it is more accessible in urban areas
anti can operate year round. T his is
especially im portant in northern
climates that have a short sum mer
racing season. In most cases the karts
arc provided, so till you require is a need
for speed. Most indoor karting facilities
ofTcr a pay-per-lap program, which
allows you to run die number o f laps
you want. Many indoor facilities also
have race nights where you can e\|>eri-
encc practice, qualifying, and racing.
Because many new drivers first laps arc
in an indoor kart, the karts are very
heavy and are built to withstand heavy
abuse. For safety, most indoor karts
have full wraparound body kits that
keep tires from locking together in die
event o f contact with another kart.
Indoor tracks arc very tight and arc
usually lined on both sides widi some
type o f safety harrier. T h e racing
surface is typically concrete, which
makes traction hard to lintl.
Indoor karting can be a great place
to hone your driving skills and develop
27 v
F1 Boston, located just outside ol
Boston, M A is one of the top indoor
karting facilities in the North
America. Drivers are treated to a
bright, clean and fun environment.
Equipment includes helmets, neck
collars and coveralls, photo FIBoston
Many indoor facilities also
have race nights where yon
can experience practice,
qualifying, and racing.
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CHAPTER 2
Arrive and Drive programs offer close
and competitive karting at an
affordable price. These programs can
help you get a feel for the sport before
you buy into it. Sean Burn
Arrive and drive programs
are a great place to learn
karting without having
to buy a kart or keep
up with maintenance.
your interest in karting. Some indoor
karting facilities run regular leagues in
addition to the lap rental programs.
One of the largest and most unique
facilities is FI Boston located in
Braintree. Massachusetts.
Arrive and Drive
T here arc many outdoor tracks, driving
schools, and kart shops that offer arrive
and drive programs. Arrive and drive
programs are a great place to learn
28
karting without liafiiing to buy a kart or
keep up widi mainl nance. T h e track or
shop provides die kart chassis, engine,
and all die equipuman required to race,
You show up and sign in for a day of
driving, anti die track will fit you to a
kart and get you r<cady to race. You can
start by renting the kart for practice,
then as you feel it ire comfortable and
your skills get betti . you can drive in an
actual race. Sum Arrive and drive
programs are baset on a league format.
[C opyrighted material
 KARTING FORMATS

Spec Touch and Go Classes

T h e re a re a n u m b e r of n e w k a rtin g c la s s e s

that a re targeted to the k a rtin g new com er.

O n e of the n e w e st is the 's p e c * electric

start, o r t o u c h -a n d -g o . c la s s e s . S p e c re fe rs

to the fact that o n e m a n u fa ctu re r d e s ig n s

all of the c o m p o n e n ts for that kart. T he kart

is d e v e lo p e d and s o ld as a c o m p le te

p a c k a g e , re q u irin g n o a d d itiona l a ss e m b ly

or parts, right d o w n to the tires. T h is m a k e s

p u r c h a s in g the ka rt a n d m a in ta in in g it

e a sie r for the ka rtin g new com e r. T h e go a l is

to su p p o rt the g r a s s r o o t s ra c e r a n d e s ta b

lish an e n v iro n m e n t w ith e m p h a s is on

d riv e r skill.

There a re a n u m b e r of benefits from

ru n n in g a nd ra cin g in a s p e c c la ss. First, you

race a g a in st identical karts, s o it really

b e c o m e s a ra ce of drivers. A s a driver you

Robert W ickens, Formula B M W driver and top Canadian kart racer paces the F1K
c a n fo c u s you r tim e a n d e n e rg ie s to race
senior kart at the Cameron Motorsports Karting Complex in Hamilton, Ontario,
craft a n d ra ce techniques. A lso, the ru le s are
Canada. Teresa Matkovich
created to ke e p the karts equal u s in g se ale d

e n g in e s a nd specified parts, ke e p in g c h a s s is c h a n g e s to a m inim um . C R G c h a s s is a lo n g w ith a M a xte r ka rt-ra cin g engine . T he air-cooled

In m a n y c a s e s the g e a rin g a nd jetting is set e a ch race d a y to m ake e n gin e h a s electric start a n d u s e s a centrifugal sin g le g e a r clutch. The

ra cin g even easier. T he need for e xp e n siv e e n gin e b u ild s a n d a huge o n -b o a rd battery is s e lf-c h a rg in g from the m agneto, m a k in g for lon g

selection of c o m p o n e n ts is not required. T he f o c u s a nd e m p h a s is of the battery life a n d e a sy operation. T h is p ro gra m is a vailable w ith 6 0 c c a n d
pro gra m is hea d to hea d com petition. 1 2 5 c c m od els. T he 6 0 c c cadet m odel u s e s a sta n d a rd 3 5 -in c h

O ne of the n e w e st is the F 1 K p ro g ra m de ve lope d by C a m e ron (9 0 0 -m m ) w h e e lb a se c h a s sis. The 1 2 5 c c m odel u s e s a 4 2 -in c h

M o to rsp o rts of Ham ilton. O ntario a nd C R G of Italy. T he F 1 K kart u s e s a (1 .0 3 0 -m m ) c h a s s is a n d c a n be operated a s a junior or se n io r model.

For the ju n io r m odel the ig n itio n is

restricted, c a p p in g the m a xim u m rp m s at

1 4 .00 0 . T h is re d u c e s the h o rse p o w e r to 20.

T he se n io r m odel h a s a m a x im u m p ow er

output of 3 0 h o rse p o w e r at 1 6 .0 0 0 rpm.

O the r s im ila r c la ss e s in c lu d e the

E a syk a rt p ro g ra m from Birel a n d the Vortex

pro gra m from T ony K a r t S p e c p ro g ra m s are

great fo rm s of karting for n e w c o m e rs or for

d rive rs w h o h a v e le s s tim e to sp e n d on

tuning. B e su re to find out if you r local kart

track offers s u c h progra m s.

The F1K kart is built to 2005 CIK stan

dards and uses the latest bodywork
and components. The onboard elec
tric start eliminates the need for a
hand held starter. Teresa Matkovich

4 29 C opyrighted material
CHAPTER 2
Here drivers run in a two-stroke oval
series popular in California.
Speedway karting is known for
close, fast racing and tough
competition. Sean Burn
Sprint racing takes place
year round in most areas, in
dry and wet conditions.
You pay to jo in die league and have the
opportunity to race on a weekly basis.
Drivers are divided into weight cate
gories to keep die competition close.
Arrive anti drive programs are a
great way to test your skills, learn more
about the sport, and really understand
what is right for you before you make a
purchase. One of the largest and most
established arrive and drive programs is
the Canadian Rookie Karting
Championship located at the Cameron
M otorsports Karting Complex in
I Inmiltou, Ontario. This program has
been in operation for over 10 years and
has more than 1.000 members racing
seven days a week. Many drivers have
been participating for years, while
30
others use this scries as a step to a sprint
karting program, leek your local track
or shop to see Arrive and drive
programs are offer n id in your area.
Sprint
Sprint karting is tile most popular form
of karting in the world and the format
most closely assiio dated with karting,
Fields can lie as b'fc as 35 karts and use
a rolling start to begi;in each race. Races
usually last betwee i 10 and 20 minutes.
with a predeterm i led number of laps,
Sprint racing take; place year round in
most areas, in dry anti wet conditions,
T h is kind o f kart racing utilizes
smaller, paved ri< ad courses (sprint
tracks), with left ai. i l lright turns, gener-
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ally about 1 mile in length, with
kerbing to help mark the inside and
out of the driving line. Sprint karts are
also raced in large street racestracks
set up in shopping-center parking lots
or on city streets. Some street races arc-
very successful: the Rock Island
G rand Prix in Illinois draws over
20,000 spectators ever)- year!
Sprint karts are o f the sit-up
variety and use specially built chassis
designed to turn both left and right.
Engines are both four cycle and two
cycle in a wide variety o f types,
including gearbox. Two-stroke engines
can operate as direct-drive and as
clutch-driven karts, while all four-cycle
karts are clutch driven.
Speedw ay
Speedway kart racing is the most
popular form of karting in die United
KARTING FORMATS
States and is concentrated on the East Speetlway kart racing is by far the
Coast. This form of karting is most largest segment of karting in North
closely associated with stock-car racing. America. Here tfrivers are running
The racing is done on oval tracks, Speedway karts on a paved or
running counterclockwise. These asphalt track. Howdy Jordan
tracks arc very short and have dirt,
asphalt, and concrete surfaces.
Dirt tracks are extremely popular
throughout the United Slates and range
from tracks that are flat to steeply
banked; they vary from 1/10 mile to 1/4
mile in length. T he surface can be loose
soft dirt or hard-packed clay, which is
usually wet to start and dries
throughout the race.
Asphalt tracks arc also very popular Speedway tracks are
but are not as numerous as dirt tracks.
Asphalt tracks range from little bull rings very short and can have
to wide-open 1/2-mile or longer stock-
car tracks with steep banking. Karts are dirt, asphalt, and
set up to work with left-only turns so the
chassis is offset to die left, helping the concrete surfaces.
i 31 Copyrighted materi
CHAPTER 2
A r r i v e a n d d r iv e p r o g r a m s o ffe r g r e a t
r a c in g . H e r e d r iv e r s in t h e C a n a d ia n
R o o k i e K a r t i n g C h a l l e n g e c o m p e t e in
th e f in a ls . O v e r 1 2 0 0 r a c e r s c o m p e t e
f o r t h e to p p riz e . Teresa M a tk o v ich
kart rum one way very easily. Speedway
karts stand out with their large front
bodywork and long side panels, which
arc necessary due to the close proximity
o f the karts while racing. T he karts arc
primarily four cycle, using the Briggs &
Stratton flathcad engine. T h e use of
overhead valve (OITV) engines is
becoming more popular, and in many
areas, these karts run on methanol
instead of gasoline. Drivers s|>cud a lot ol
time choosing the right tires to help them
get traction on slippery dirt and ever-
changing surfaces. T he karts also run
with stagger in the front and rear tires,
with die right-side tires Itcing larger than
the left-side tires. T his helps increase the
kart's ability to turn left.
32
Enduro or Road R ace
Enduro, or road racing, is a form of kart
racing on large oad-racing courses
(e.g., Roar! A m elia or Laguna Seca).
Typically, special ciiduro karts are used
for this type o f rad lg, with the lie-down
curiums looking the most dramatic.
Because the tracks are so large, straight
away speed and la v drag are key to fast
lap times. T he la -down kart drivers
literally lie on the r backs in the kart,
with only their hea Is up to see where to
drive. Obviously, the setup is very
different and speeds tend to he quite a
bit higher. Endlli o racing is usually
more expensive tliau sprint racing, and
is not often recoi intended for begin
ners. T here is also iit-up enduro racing.
, Copyrighted material
 KARTING FORMATS

In S p e e d w a y ra cing, it is c o m m o n to s e e

r a c e r s d rive three w id e a s they w o r k to

p a s s drivers. " C a r r y yo u r s p e e d " is

e s p e c ia lly im portant in s p e e d w a y

r a c in g on p a ve d tra c ks. T h e re is little

room for error. Row dy Jordan

Enduro racing cun befu n

and has a loyalfollowing.

R a c e r s in th e L a y d o w n o r E n d u r o
c l a s s ru n o n la r g e t r a c k s s u c h a s the

f a m o u s D a y t o n a In te r n a t io n a l
in which ordinary sprint karts are used, of .'10 to 45 minutes. Enduro racing can S p e e d w a y . S p e e d s c a n r e a c h 125
but widi a larger fuel tank. Enduro races be fun and has a loyal following. m ile s p e r hour. D r iv e r s n e e d a g r e a t

typically don't last a fixed number of However, the biggest drawback to d e a l or e x p e r ie n c e to d r iv e t h e se

laps, but rather a predetermined length Enduro racing is the lack of track avail- ka rts. Todd M cC a ll

< 33 Copyrighted material

CHAPTER 2
Drivers running on oval tracks will
"draft" the kart in front them by
staying close behind and right on
their bumper. When drafting, the
second kart to experience less wind
resistance and can pass the kart in
front more easily. Rowdy Jordan
ability, and the expense of track time.
Because most tracks are designed for
tar racing, the schedule is often hooked
and renting and driving on Fnduro
tracks costs much more than other
karting formats.
Vintage
Vintage racing is an extremely popular
karing format, tvidi it's racing being
more based on the karts, not on intense
competition. As tve discussed earlier,
karting has a long history. Many of those
original pioneers are pulling their old
karts out of the hack of the garage anti
restoring them to their original glory.
Vintage karting is a great way to look
hack at die pxst and enjoy die early days
of the sport. The Vintage Kart Olympics
attract many old I liters and have been
held in die Midv cst in die past. The
disadvantage t vintage racing is
constant tuning a n d maintenance, due
to the karts bein'ig old.. For this reason,
vintage racing is i ot recommended for
karting newcomer i.
KARTING BRE/ KDOWNS
In each category of karting, races arc-
divided into several different classes.
These classes are generally separated by
age. kart weight, and engine type.
Anodier popular way to separate classes
is by using a restrictor plate, which sits
between the carbi retor and die engine
intake. In some two-stroke classes,
different exhaust nufllers arc used to
separate classes. The idea is to
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l

the horsepower for younger drivers. As
they move up, you can put in a bigger
restrictor plate and increase power.
Every class has a minimum weight
requirement, dial way drivers of different
sizes and weights can be competitive
with each odter. Class weights are taken
with kart and driver as die drivers exit
die track from a race. It can be surprising
how just a small weight difference makes
a big lap time difference. All karts must
meet a minimum class weight or face
disqualification.
CLASSES
Kid kart classes include competitors
between 5 and 7 years old, and use
purpose-built karting chassis widi a
special 50-cc Comer C-51 engine. The
spirit and intent of this class is to allow
kids to get accustomed to driving a kart
and driving with other competitors on a
track. Most clubs offer this class for
exhibition only, with all competitors
receiving the same trophy.
ju n io r sportsman or cadet classes
are offered for kids ages 8 to 12. In diese
classes, die engines range from stock 5-
horsepower Briggs to 60-cc Shifters to
Yamaha Junior Spurtsman Can engines.
Kids in this class run in the mrquoise or
purple restrictor-plate classes. Check
into local rules and die availability of
classes before deciding on a package.
Junior classes are open to kids 12
to 15 years old, and arc faster than the
i 35
KARTING FORMATS
Racing is great for drivers and speed
junkies of all ages. Racing offers a
safe, fun, and well-organized
environment to enjoy a day of outdoor
activity. Here a group of Masters, or
over 35 drivers, take to the track.
Teresa M atko vich
Class weights are taken
with kart and driver
as the drivers exit the
track from a race.
Copyrighted material
 APT
Dylan Nobile of California runs at the
head of the pack driving a Nevoso
kart. The HPV class is one of the
largest and most popular classes of
junior sprint kart racing. A great
place to learn your racing craft all
drivers in the Comer class run the
same 80cc clutch-driven engine on
cadet-size frames. Sean Buur
There are usually a lot o f
senior classes offered in
every region.
cadet and rookie classessome classes
arc as fast as the senior classesbecause
even though the power is less than
senior classes, the light weight helps the
karts corner fast. Classes can range from
Yamaha Junior Can to 80-cc Shifters to
Briggs Junior Restricted. Check local
rules and classes offered in your area.
Senior classes are for drivers 15
and older. They are offered in a wide
range o f classes including a masters
class at some tracks for drivers 35 and
older. There are usually a lot of senior
classes offered in every region, from
Yamaha Pipe classes that put out IS to
20 horsepower, to the restricted
Yamaha Can classes producing 12 to 1-1
horsepower, to Shifter Kart and ICC
Shifter engines wit t front-wheel brakes.
Senior classes are also broken down by
weight and engine package. A popular
entry-level class is the blueprinted
Stock Briggs classes. Using the same I
motor, there arc subclasses, such as
Briggs Stock Light and Briggs Stock
Heavy. Again, this allows drivers that
weigh more to not have a disadvantage
against drivers who weigh less. Classes
are also available that use the new
Briggs Animal engine, as well as the
Briggs Unlimited and Open classes.
( )thcr popular clashes at some tracks arc
the Yamaha two-c rde classes or two-
cycle Unlimited classes. One o f die
newest formats of karting is Touch and
Go (TAG).Differei I classes are popular
Copyrighted material

at different tracks, so be sure to find out
whats popular in your area.
UNDERSTANDING THE RULES
Pretech for Safety
One very important area of karting,
regardless of the class you race is the
prerace technical inspection. The
purpose of this inspection is to verify'
that your kart is race ready and meets
the set standards for safety compliance.
All karts registered to race in die event
must pass through the safety inspec
tion. Most tracks have a designated area
where drivers line up and a tech
inspector will go over your kart. You
must usually present a form that indi
cates the class, engine, number, and
driver of the kart.
The inspector checks for elements
dial could cause problems. They look
for cracks in die frame, proper body
KARTING FORMATS
work, secure weights, and no An inspector may ask you
protruding bars or exhaust parts. Most
tracks will also ask to see your helmet to make certain repairs or
confirm that it meets die required stan
dards. An inspector may ask you make changes and then return to
certain repairs or changes and then
return to tech for rcinspcction. tech fo r reinspection.
Prior to the start of qualifying, die
karts are painted, or sealed. This
includes marking tires and certain engine
pieces. The tech inspector will place a
dab of paint or tech seal on bolts and
nuts on components like die carburetor,
head, exhaust, and side case. This is to
ensure that die kart racer doesnt change
any parts of his kart from qualifying to Kart racing takes focus and
die final. discipline. Here Garett Grist
concentrates on his racing line
Drivers' Meeting during Comer Cadet action during the
The drivers meeting is an important, World Karting Association George
and in most cases, mandatory part of die Kugler Manufacturers Cup Race in
race day. The drivers meetings are for South Bend, Indiana. Sean Buur
< 37 Copyrighted material
CHAPTER 2
Sometimes the most important
moments in karting happen after the
race, when drivers and parents get a
chance to celebrate victories and
learn from defeats. Sean Buur
Drivers should ask all
questions and express any
safety concerns while at the
drivers meeting.
both drivers and race officials to review die
schedule of events, higlilight die critical
safety rules, and address any unique proce
dures for die day. The driver's meeting
usually takes place alter practice and before
die race begins. Race officials, such as die
race director or race steward, will review die
start procedures anil die tech procedures.
< 38
Drivers should ask all questions
and express any safety concerns while
at die driver's meeting; many times,
new drivers to I the club will be
welcomed during idle meeting. These
meetings should lie attended by the
parents o f young drivers to ensure the
message is delivered.
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Post tech for Rules Application
After ever) final race, the top three to
five karts will be placed in an impound
area for technical inspection.
Inspectors will first check to sec if any
paint or tech seals have been broken,
indicating dial a part may have been
changed. T he inspectors arc most
interested in the engine. They'll check
the engine serial number to confirm it
matches the number on die tech sheet
die driver filled out prior to pretech
inspection. They'll pull the engine
apart to ensure diat all internal parts
meet the technical standards
published in die rule book. They may
also check die size of die carburetor
and die volume of the cylinder head.
< 39
KARTING FORMATS
Top-flight champion drivers get
tuning support from professional kart
racing mechanics. These drivers
develop the on- and off-track skills
required to move into car racing.
Sean Burn
Copyrighted material

The Briggs & Stratton Animal is
quickly becoming the engine of
choice for speedway karting through
out the United States. This OHV four
cycle engine is replacing the older
Briggs flathead engines. Sean Buur
The biggest difference
between a two-cycle and a
four-cycle engine is in the
torque output.
ENGINE
FORMATS
WHAT YOU WILL LEARN
Four-cycle
Two-cycle
Shifter
Engine Maintenance
arting makes use of both four-
K stroke and two-stroke engines
across die various kart racing formats
we discussed earlier. Aside from the
distinct differences between the two
types of engines, how the engines are
produced is very different as well.
Most four-stroke karting engines are
built from common utility engines
found on many different power
equipment applications. Two-stroke
engines, on the other hand, are
purpose-built racing engines designed
specifically for karting.
On a four-cycle engine, four piston
strokes up and down inside die cylinder
complete a power cycle. This means
that it takes two crank revolutions, or
720 degrees, to complete a power cycle,
unlike two-cycle engines, which only
require two strokesone revolution of
< 40
the crankshaft Ip complete a power
cycle. Is one better than die other? Like
die answer to many questions in
karting, that depends. Traditionally,
two-stroke engines do produce more
horsepower, hut at a cost. They
consume more fuel, require more
maintenance, and are subject to
expensive failures. Four-cycle engines,
on die other hand, produce less
horsepower, hut are more reliable and
are usually easier o maintain,
The biggest difference between a
two-cycle and a f mr-cycle engine is in
the torque outpu . which is die power
produced at die nitial rotation of die
crankshaft in the lower or initial rpm
levels. Four-cyc c engines produce
considerably in >rc torque, which
means diey can at <d erate more quickly
and build speed faster than two-cycles.
Copyrighted material
As die rptn level rises, and die two-stroke
power really kicks in, the engine begins
to pull. So, depending on the application
and die track conditions, cidicr engine
can be a potent powerplant.

FOUR-CYCLE 101
Overview
T his section will focus oil die basics of
four-cycle kart racing engines. T he
engines all have one thing in common:
each is based on a mass-production
utility or commercial unit. These utility'
engines arc designed for long life and
low maintenance, making them perfect
for karting. Because they are mass
produced, die cost of production and
developm ent is very low, providing
karters with a cost-effective starting
point. In order to make these engines
race ready, a number of changes and
modifications are necessary. In some
cases, diesc changes arc made at the
factory; in odicr cases your local engine
builder will do die work.
Four-cycle engine technolog) has
been evolving very quickly because of two
different forces. First, die advances made integrated part o f the block, unlike a In a four-stroke engine, the piston
in car racing continue to push the two-cycle, which has a removable moves up to TDC and pushes the
envelope of wliat four-cycle engines can cylinder. In some engines, die exhaust gas out through the exhaust
achieve. Some race car rpm levels reach cylindersometimes called the valve. The red area shows where the
20,000, a level dial was previously barreluses a very durable steel sleeve. exhaust gas travels. Sean Buur
diought to be impossible. Second, the T h e left, or power take-off (PTO ), side
move to ban two-cycle engines globally o f the engine has a removable cover to
because of significant environmental allow for engine servicing.
impact has forced major engine T h e cylinder head sits on top o f die
manufacturers to s|x.-nd millions of dollars cylinder and accommodates die spark
on research and development to perfect plug. T h e shape of die cylinder head
small, light, and reliable four-cycle helps determ ine the volume of the
engines. As die major brand com bustion chamber, which varies
manufacturers like Briggs 8c Stratton, from motor to motor tle|>ending on
Yamalia, and I ionda continue to strive for power requirem ents. Because the
greater reliability and efficiency in diese cylinder, head is subjected to so much
engines, karting lias greatly benefited. heat, it is a major area for some type of
Lets start by discussing the parts cooling. Running inside die cylinder, Four-cycle engines are
in a four-cycle motor. T he block is die piston is made of light alloy, with
com prised o f the crankcase and three rings at the top that run along die designed fo r long life and
cylinder, and is made o f a light alloy cylinder walls. T he top ring seals in
like aluminum. T h e cylinder is an compression for maximum power, and lou maintenance.

< 41 Copyrighted material

CHAPTER 3
The camshaft uses two
different elements to
function: lift and duration.
The camshaft of a four-stroke engine,
painted blue here, is turned by the
crankshaft and moves the valvetrain.
The camshaft is the heart of a four-
stroke engine. Sean Buur
the bottom ring seals the oil in the
crankcase for maximum lubrication.
The middle ring is called the scraper
ring and removes any excess oil or
deposits from die cylinder walls. The
top of the piston, the cylinder head, and
die cylinder barrel combine to create
die combustion chamber.
The connecting rod connects the
piston to die crankshaft and delivers
power from die combustion chamber to
die drive system. It is generally made
from forged steel, but in some cases its
machined from billet aluminum. It
needs to be extremely strong to take the
shock of the inertia at top dead center
(TDC) and at bottom dead center
(BDC). In these utility-based engines,
there are no separate bearings used to
mount die bottom of die connecting rod
4 42
to the crankshaft or die top of the
connecting rod to * piston wrist pin.
The relatively lo' rpm levels do not
require a special ing like you would
see iti a two-i Ic engine. The
crankshaft machiii to fit bearings at
each end. The cel r is oflset to allow
die crankshaft to tatc as the piston
moves die conned rod up and down,
The heart am soul of a four-cycle
engine is die cai ft. Odicr factors
such as piston iape, combustion
chamber, carburei m, and valve size are
critical, but the haft is key. The
camshaft uses two ifferent elements to
function: lift and iradon. Lift is die
amount the v opens, which
determines the si of the opening
through which fu flows in or exhaust
flows out. Duratioi is die time that die
valve stays open d ig the cycle, which
determines die aim unt of fuel dial can
flow in or exhaust j is dial can flow out.
T he key is t > find the correct
balance of lift and luration during die
power cycle to max inizc power output.
The duration and ft are built into die
camshaft lobes, tht machined surfaces
of the camshaft tha the valve lifters sit
on. The oblong or t liptical shape of die
lobes will move the ifters up and down,
opening and closil g die valves as the
camshaft turns witl die crankshaft
Tlic ignition d< ivers the spark that
starts die combusti n. In most cases, a
four-cyclc engine ocs not require a
battery to operate and can produce
enough of its own e Ectrical cliarge. The
initial electrical pu ic comes from the
magneto. The nii pieto meters and
coordinates die delis Ty of die pulse. The
magneto then ampli es the chaige to die
voltage level require 1 to jump die spark
plug gap and ignite t le fuel/air mixture.
Here is the sec; tehee diat operates
a four-cycle engint Lets start at top
dead center (TDC , which means die
piston is at die very top of die cylinder.
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From T D C , die piston falls and die
intake valve opens, pulling a fuel and air
mixture from die carburetor into die
cylinder. Ax die piston bits bottom dead
center (BDC), die intake valve closes.
T he piston then moves back up the
cylinder, compressing die fuel in die
combustion chamber. Near T D C die
spark plug fires, exploding die fuel. The
piston is driven down on whats called
the power stroke. At BDC, die exhaust
valve opens as the piston begins to
move up die cylinder. On this fourth
and final stroke, die exhaust gas is
pushed out dirough die exhaust port.
As die piston reaches T D C , the exhaust
valve closes and die intake valve opens
to begin die cycle all over again.
COOLING
Karting engines, both two- and four-cyde.
can be cooled in two different ways: air
cooled and water cooled. Regardless of
how the engine is cooled, the area that
needs the most cooling is the cylinder. This
is where the explosion of air/fuel mixture in
the combustion chamber creates the heat.
Air-cooled engines, as the name implies,
are cooled using air passing by the engine.
These engines use large radial fins that pull
the heat away from the cylinder. As the kart
travels down the track the air rushing by pulls
the heat away from these fins and helps keep
the engine operating temperature lower.
4 43
ENGINE FORMATS
Water-cooled engines use a cooling
system that surrounds the cylinder heat
with water that is circulated through a
radiator. The water pulls heat away from
the cylinder and cylinder head and flows
to the radiator. The radiator, just like in
your kart, pulls heat out of the water and
returns it to the cylinder. Notice we use
the term water, not liquid. The use of oil-
based coolants is not allowed in
karting.because if leaked on the track
surface, it becomes dangerously
slipppery. Most engine manufacturers
recommend using distilled water.
The valvetrain of a four-stroke
includes the lifters, rocker arms,
valve springs, and valves. Most
karting four-stroke engines are a
single-cylinder design with one
exhaust valve and one intake valve.
Sean Buur
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CHAPTER 3

All moving parts in

WHAT OIL CAN TELL YOU
a four-cycle engine

require lubrication to
function properly.
The oil in the crankcase can tell you a lot about your engine;. One thing to look
for in used oil is particles of metal coming from bearings, or rubber coming from
seals that are ready to fail. Also, oil that is very black can indicate carbon
buildup, while oil with gas deposits can show fuel leaking. Water in the engine
shows up as a milky white residue in the oil. Be sure to change the oil often and
try to keep an eye on oil levels. A good rule of thumb is to change the oil at the
end of every race day. Most engines require about 16 ounces (500 to 600 mil of
oil. Be sure to check with your engine builder for the props' amount In some
cases, you may choose to run with less than the manufacturers recommended
amount to allow the crankshaft to spin more freely, but then you run the risk of
not having enough oil and damaging your engine.

All moving parts in a four-cycle
engine require lubrication to function
properly. 'lb accomplish this, oil Ls held in
the crankcase to lubricate the crauksliaft.
camsluft. connecting rod hearing, piston
pin t>caring. cylinder walls, and vaivetrain.
Most engines will use basic 30- or 40-
weight oil, like 10W/30 or 15W/40.
There are s|>ecial racing oils for four-cyclc
engines, which are very diin. since these
engines don't use an oil pump. Crankcase
oil Ls moved around to all the vital parts by
a dipper, wliich is mounted to the bottom
of the connecting ipd. As die crank spins,
the dip|>er splashes oil around inside die
crankcase and to all die other ;>arts that
need to be lubricated. Besides lubricating,
the oil collects any impurities,
contaminants, or particles that may Ik-
inside die crankc

A close up of the filler cap for a

typical four-cycle engine. This plug
cap needs only be finger tight and
should be checked regularly. Be sure
to replace this cap before the engine
is restarted. Sean Buur

44 Copyrighted material

Four-cycle racing engines can run
on both gasoline and methanol. Both
have advantages and disadvantages.
Gasoline is easy to purchase and
handle, and the many additives used
today will help extend die life of die
engine. Running higher-octane levels or
using unleaded race gasoline has no
value in small-displaccincnt four-cycle
engines. Premium pump gas is great.
The down side to gasoline is a relatively
low combustion temperature, which, if
handled improperly, can lead to injur)'.
A gasoline fire must be put out with a
gasoline-rated fire extinguisher.
Methanol is great because it runs
cooler, while creating greater
combustion when ignited. Also,
methanol has a much higher flash point,
so diere is less risk of fire. The downside
is dial a methanol flame cannot be seen;
it is virtually invisible. It can, however, be
put out widi water. Also, mcdianol has
no protective additives, so engine parts
arc subject to premature wear. Anodier
problem with methanol is that it
absorbs moisture and must be handled
very carefully to ensure diat it doesnt
become contaminated. Before you make
any fuel changes, check with your
ENGINE FORMATS
engine builder and local track to sec Four-cycle racing engines
what fuels are allowed.
can run on both gasoline
Briggs Raptor 3
T he foundation of four-cycle sprint and methanol.
racing, the Briggs, has been a
workhorse for over 40 years. This
engine was first put into service in the
very early days of karting because it
was compact, lightweight, and readily
available. What is unique about this
engine is die use of a side valve system.
The exhaust and intake valves operate
vertically, directly behind the cylinder
wall. T hey run directly ofT the
camshaft and open upward. T he
carburetor has a built-in pump and the
fuel tank is mounted directly to the
bottom of the carburetor. No longer in
production at Briggs 8c Stratton
Company, this engine is being phased
out by most sprint racing
organizations, but continues to be the
engine of choice for Speedway karting. Speedway karts that run on dirt
In all racing applications, the surfaced tracks need to be very
fladiead goes through a significant clean. After each race drivers wash
process such as a general blueprinting, to the dirt and mud off the kart and tires.
get it race ready. For die most part, die Allowing the dirt to build up will
fladiead is run as a stock engine in sprint affect the handling of the kart.
racing. Some regions and clubs run Rowdy Jordan
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CHAPTER 3
A Briggs flathead Raptor mounted on
a sprint karl at the Rock Island Grand
Prix. The side-valve, flathead Briggs
Raptor has been part of karting for
many years. Sean Buur
The World Formula
program axes a rev limiter
to monitor
the m axim um allowable
engine speed.
modified classes, but even in most stock
classes, an aftermarket billet connecting
rod can be used, since this is the weak
part of this engine. Widi respect to stock,
this means running only OEM parts.
W orld Formula
'ITie idea of a World Formula engine
program began at the top of karting
with the CIK/FIA setting the rules and
guidelines for introduction o f this
program to die worldwide karting
community. By creating a World
Formula engine program, karting can
accomplish two things at the same time:
move forward into the future and give
racing bodies around die world a local
class option. Widi diis type of racing
program, the engine is less of a factor,
making chassis setup and driver skill
more important.
To grow karting globally, the World
Formula engine program helps to
introduce karting into countries that
dont have a racing infrastructure. Many
developing nadons know and love
racing but dont have the economic
base to ignite die sport at the local level.
Currently, 22 countries have a World
Formula national class. These include
< 46
European coun es like Italy and
Poland and Pacil Rim countries like
India. Also, til World Formula
program is makii inroads into China,
ASN Canada cm ndy has national,
regional, and duli programs using the
World Formula platform with great
success. In the United States, this
program is proving popular at clubs
looking for an entry-level program dial
provides fun, dost racing.
O ne very un que element of die
World Formula pr igram is the use of a
rev limiter to tin nitor die maximum
allowable engine speed. Use of a rev
limiter is very common in all forms of
car racing. T h e purpose o f a rev limiter
is to limit die number of revolutions per
minute die engine can make by cutting
die ignition when die preset maximum
level is reached. J u >t as on race cars, the
kart rev limiter i used to maintain
longer engine life and to limit power
output. Raising or lowering the
maximum allowable rpm level allows
die same engines lr be used for different
classes based on age and experience.
T h e World Formula engine
package is complete, including ignition.
clutch, carburetor, and exhaust header.
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T he Briggs World Formula even
conics with an environmentally
friendly air filter and an electric starter.
All thats required is an engine mount,
throttle cable, and fuel line. Everything
else you need is included in the kit.
Special racing features include barrel-
faced domed piston, chrome-faced top
ring, billet aluminum rod, dual valve
springs, and three-piece automotive-
style keepers. The camshaft is specially
treated Tor long life using a Stelite
finish, and is ground to exact
specifications. Also, the Briggs World
Formula uses a cast-aluminum
manifold with a rubber carburetor-
mounting flange and a racing-designed
combustion chamber with a CNC-
< 47
ENGINE FORMATS
The World Formula engine produced
by Briggs & Stratton is the first of its
kind, built to a world standard for
performance in four-stroke karting
engines. This engine is sold as a
complete racing package. Sean Buur
Author Jeff Grist paces a Trackmagic
Dragon sprint kart powered by a Briggs
World Formula engine. This engine is
now raced in over 25 countries around
the world, including Canada and the
United States. Sean Buur
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CHAPTER 3
The YF200R1 has been
designed to maximize the
potential o f a utility engine.
machined D-shapc intake port for
maximum performance.
Using the electric starter is optional.
If die electric starter motor is removed, a
protective metal plate must he installed
to cover the opening in the engine
shroud left by die removed starter. The
installadon of a battery is optional. If a
battery is used it must not be a wet lead-
acid batter)'. Only dry or gel cell batteries
(sealed lead batteries) are permitted.
Tlic WoHd Formula comes widi a
Premier drum clutch and a quick-change
sprocket set (16-17 toodi). 'ITie clutch
should be mounted outboard, widi the
sprocket gear on die outside. The sprocket
on die clutch can be a No. 35 chain or a
No. 219 chain. The clutch should be
checked and maintained regularly. Clean
out and dust using brake cleaner. Remove
any shiny spots on die shoes or drum
using medium-coarse sandpaper.
The Green air filter is designed to be
environmentally friendly and can be
recharged for longer life. If properly
maintained, diere should be no need for a
pre-filter cover.
T he only eligible exhaust and
muffler for Canada and die United States
is the RLV World Formula muffler kit.
The kit consists of an RLV muffler, an
inner pipe, and two springs. Two
different mufflers or silencers arc
available. Be sure to check widi your local
sanctioning body to be sure which is the
right one for your area. The exhaust
system header dial comes widi die World
Formula kit has a built-in support
bracket. It attaches to die block using a
self-tapping bolt, wliich is included in die
kit. You can tap die hole and use a stud or
set screw. Tliis is a nontcch item.
We recommend that the engine
mount be a fiat or very low angle mount.
T his is because the slide-style
carburetor uses floats in the fuel bowl to
meter die amount of fuel flowing into
the carburetor. If die World Formula
< 48 >
has too much int it can be very
difficult to set till proper float height.
T he Burris Ra c ng 5-degree motor
mount works grea for diis application.
Yamaha YF200R1
T h e YF200R1 has been in the
development an planning process
since 2003 and si dws great promise in
both power and r liability. Yamaha is a
world leader in small-displacement
high-performance two- and four-cycle
engines. Tliis tame quality and
engineering expe: ase carries over into
everything the) build, including
aerospace-quality eastings for the dual
hall-bearing bloc , big-valve cylinder
head and side cover, and forged,
induedon-harden d crankshaft.
The YF200I 1 engine is derived
from die Yamaha 4Z175, a small-block
utility workhorse used on generators,
pumps, and othi power equipment,
The MZ175 is lesigned to be very
reliable and take real beating, so its a
great base engine to build upon. Much
of 2003 was s| ent developing the
YF200R1, resold ig in a racing engine-
diat behaves ver) well and has lots of
power, especially bottom-end
I torque.
Initial tests hai set several track
records and beal some KT100 Super
Box times.
The YF200I 1 has been designed
to maximize die potendal of a utility
engine. Using a 1 : 1 compression rado,
die assigned lion spower range of 16 to
18, makes it a vei y powerful engine for
karting. The leak rpm for an
unrestricted seni r engine is 7,800 to
7,900. With h avier valve springs
installed, the eng ne is capable of over
revs into the 8,000 rpm range.
However, early ests have shown no
appreciable inci in horsepower at
that rpm level. T e restricted Junior III
engine will peak 6,700 to 6,900 rpm,
making it easy foi young racers to drive.
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T he clutch stall speed should be set at
about 4,500 rpm to match the expected
torque curve output. Because this
engine only runs on pump gas, carbon
buildup is not a major issue.
T he YF200R1 comes as a kit with all
the pieces you need. All you have to do to
liavc a race-ready engine is hone and fit die
piston and do some minor grinding in die
cylinder head to match die port runners to
die valve bowls and intake manifold. No
odier machining or processing is
necessary. Although considered basic
engine work, you sail want to make sure
die work is done right. Tills Is wliere your
engine builder comes into play, helping to
complete die work properly from die start.
From there, die YF200R1 can be
assembled in a short period of time using
ENGINE FORMATS
conventional hand tools. T his assembly The YF200R1 is a new karting
process is a good guide for all the OHV program from Yamaha developed by
engines used in the F200 program. Use Mike Burris of Burris Racing, of
it as a guideline for engine prep and Huntington Beach. California. The
rebuild. Before completing any major engine is designed primarily as a
work on your engine, be sure to read die speedway engine, but has crossed
operators manual carefully. over into the sprint kart market.
Understand diat converting an engine Sean Buur
to race specifications will void any kind
of warranty. Be sure to talk to your
engine builder and get his advice.
O ne cool thing thats offered for
the YF200R1 is an assembly tool kit,
w hich includes all the specialty
pieces you need to properly assemble
the engine. Possible co m p o n en t
damage can happen during assembly
w ithout the p ro p er tools. All o f these
tools can be used on other O H V
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< 49
CHAPTER 3
engines, so its a great investment.
T h e kit includes a torque plate,
dowel remover (8mm and 10mm),
seal-installer side cover, seal-installer
block, piston installer, and 6mm and
8inm stud installers.
Currently, there is a good selection
of well-known high-performance
aftermarket parts companies, including
Comedc Gaskets, Wiseco Pistons, Dyno
Cams, K&N Filters, LA Sleeves, NGK
Spark Plugs, and Tillotson Carburetors.
Each company has developed their
products based on die F200
specifications and the MZ175 profile.
This provides a package that will bring
the engine up to maximum specs
(displacement, compression ratio, valve
size, etc.) and should produce the
maximum horsepower out of die box.
TWO-CYCLE 101
Overview
'Hie two-cycle, or two-stroke, engine is
truly an amazing engineering marvel
because it can produce tremendous
horsepower given its compact and simple
design. Carburetion and exliaust are key
coni|H>nents dial need to work togedier
to maximize the engines output. Three
key principles dictate how much power is
delivered: engine temperature, power
band, and air density.
One neat feature of the YF200R1
program is a complete engine
assembly toolkit which includes
everything you need to assemble your
engine properly. Sean Buur
< 50 >
Basically, a two-stroke operates by
compressing a mixture of fiicl and air in
die combustion cl amber. The fuel is a
combination of gasoline and oil,
premixed to the re pored specifications.
Tlic air/fuel mixture moves through die
engine by making use of die high and
low pressures created by the piston
moving up and down. During die
downward padi of die piston, known as
die power and exliaust stroke, die air/fuel
mixture in the cra|ikcase is compressed
and forced through die transfer ports up
into die combustio i chamber.
There are two types of two-stroke
engines: reed valv and piston port. On
die first type, recti valves are used to
control the flow of the air/fuel mixture
into the engine. 'Hie reed salve is a flap
that opens svl en the crankcase
pressure is below ionospheric pressure
and closes when rankcase pressure is
above atmospheric pressure. ICC,
1CA, and ROTAX engines use die reed
valve system. T he piston port type
relies on die size of the port and the
timing of the pist >n to close the intake
port at the right time. The Yamaha
KT100ES and the Horstman HPV use
the piston-port c< nliguration.
Components of a two-cycle engine
unclude die cylin ler, sometimes called
the barrel, is uiai t of a light alloy, like
| j Copyrighted material

aluminum. Some engines have a vers
durable steel sleeve or plating called
Nikasil. T he cylinder has transfer ports
cast into it, which allow die air/fucl
mixture to flow from die carburetor,
through the crankcase, to the
combustion chamber. The cylinder
head sits on top of the cylinder and
accommodates the spark plug. The
shape of die cylinder head helps
determine the volume of die combusuon
chamber. Because the cylinder head is
subject to so much heat, it is also a
major area that needs cooling. The
piston is made of light alloy, widi a
single ring at die top dial runs along die
cylinder walls to seal in compression.
The top of die piston, die cylinder
head, and the cylinder barrel combine
ENGINE FORMATS
to create die combusuon chamber. This is the piston rod and crankshaft
The importance of oil mixed in layout of a two-stroke piston port
with the fuel is for lubrication. As the engine. The orange color indicates
fuel passes dirough die engine the oil the flow of hot exhaust gas from the
lubricates the piston, connecting rod, combustion camber. Jeff Deskins
crankshaft bearings, piston pin, and
die cylinder walls.
The connecting rod is generally
made from forged steel. It needs to be
extremely strong to take die shock of
the inertia at top dead center and at
bottom dead center. A cage-style
needle bearing is used at die top of die
connecting rod to connect to the
piston wrist pin and at the bottom of
the rod to connect to die crankshaft.
The crankshaft is also made of steel
and machined to fit bearings at each
end. Most crankshafts are split style dial
< 51 Copyrighted material
CHAPTER 3
The HPV from Horstman
Manufacturing of Vista, California,
has been in service in the United
States for a number of years. This
engine can run in four classes, from
junior to senior. Jeff Deskins
can be pulled apart to replace the
bottom connecting rod bearing and the
connecting rod. The center is olTset to
allow the crankshaft to rotate as die
piston moves the connecting rod up
and down.
It Is die up and down motion created
by all of diese components dial moves die
air/fuel mixture dirough die engine and
up into die combusdon chamber.
The ignition of a two stroke delivers
die spark dial starts combustion. The
inidal electrical charge comes from a
magneto that runs off die crankshaft. In
most cases a two stroke docs not require
a battery to operate and can produce
enough of its own electrical charge. The
initial electrical pulse goes dirough an
ignidon box. The ignidon box meters
and coordinates die deliver)' of die pulse.
From die ignidon box, die charge goes to
die coil, which amplifies die charge to die
< 52
voltage level requi cd to jump the spark
plug gap and ignite die air/fuel mixture.
Two-stroke engines can generate a
great deal of heat, with the vast majority
o f it in the combustion chamber.
Running a lean air/fuel mixture will
cause intense heat at the point of
combustion, wh in the piston is at
TD C . T he result is that die piston
crown will actually begin to melt, which
in turn will rob the engine of power and
may lead to engitu seizure. Also, when a
two-stroke engine overheats, seizure of
the piston skirt . rid the cylinder wall
may occur. Those two components
literally weld tog) her in an instant and
stop the engine f om turning. Another
area susceptible o overheating is die
combusdon chamber itself.
The liquid cooling of engines has
helped to inc ease the potential
horsepower by keeping temperatures in
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an acceptable range as rpni levels rise.
T he added weight from a cooling
system is more than made up for in
increased power and longer engine life.
Yamaha KT100ES
T he Yamaha KT100ES, or KT as its
commonly called, is by far the largest
class of two-cycle karts in North
America. T h is engine has been
around for over 25 years and has had
millions of hours of research and
development. Some of the best racers
in die world started with a KT. Some
of the biggest classes you will find at
local and national events are for the
KT, and many sanctioning bodies run
several different classes to
accommodate different levels of age,
weight, and skill.
Tlic Yamaha KT100ES can run as
a direct-drive or clutch kart. It can also
ENGINE FORMATS
run as a pi|>c or can kart. The term
can refers to die type of exhaust pipe,
which looks very much like a soup can.
The first can was introduced as a diree-
liole version by Rl.V in 1986. The can
setup was an attempt to create a user-
friendly engine, since it eliminates
much of the tuning requirements and
complexities of running die open-pipe
format. T he can also reduces
horsepower, which in turn reduces
costs because die engine package and
drive clutch are under less stress. The
pipe setup makes use of a full expansion
chamber, including a special secdon
called die Hex. Tliis flex piece can he The Yamaha KT100ES continues to be
changed to tunc die engine. one of the most popular engines for
Tlic KT is a great starting point for sprint racing throughout the United
karters. It can be set up very simply and States. It can run with different
run very economically. Many drivers exhaust pipes to increase or reduce
stay widi die KT for years, making good horsepower, depending on the class
use of the many diings diey learn along it's run in. Sean Buur
< 53 Copyrighted material
CHAPTER 3
The ROTAX FR12S is one of the top
electric-start two-stroke engines
with many of the features, like the
power valve, found on Ski-Doo and
SeaDoo products. Jeff Deskins
The ROTAX engine uses a power
valve mounted to the exhaust side of
the cylinder to give the engine a little
more horsepower by adjusting
exhaust port timing as rpm increases.
Jeff Deskins
the way. The pipe classes provide more
speed and thrill, but require more
tuning and attention dian die can. Find
the configuration dials right for you.
The KT is an air-cooled, piston
port, two-cycle engine using a butterfly-
style carburetor with low-speed and
high-speed adjustments. The
crankshaft drive is outward facing and
uses a bearing support connected to die
4 54
engine mount. Fhe KT produces
amazing power from a simple and
compact design There arc no
counterbalance shafts to reduce
vibration. With tlic KT it doesnt get
any nplc tli s is what makes
preparing and tuning the KT so
criticalevery little hit matters.
TAG Motor Package
The TAG rules >ackage is truly the
guideline to die next generation of two-
cycle engines. This |>ackagc combines
many of die latest i laterals, designs, and
performance feau res on a two-cycle
motor to make it ist and reliable. The
overall goal was n >. ddress the downsides
of the two-cycle engines and still maintain
die key benefits of high output with low
weight. The engine was based on four
main principles: environment,
cost/maintenance, i ase of use, and speed.
The first tlifl rrence in these new
generations of motors comes from die
name itself. TAG actually is short for touch
and go. The older generation of kart
motors required at auxiliary starter. Tliis
also meant dial you needed a second
person to start you every time you wanted
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to go onto the tracknot an ideal
situation, es|>ecially when you are trying to
make karting easy and able to appeal to the
recreational market The TAG motors are
equipped with an auxiliary hatter)' with
electric starter. 'Hus is a real advantage if
you are at the track by yourself.
The next important consideration
was to protect the environment from
noise. Unlike the traditional air-cooled
motors like the KT100, the TAG format
calls for water-cooled motors. By water
cooling the engine, mechanical noise is
reduced by approximately 40 percent
compared to an air-cooled two-cycle
engine. TAG drivers are also required to
use ClK-approved intake silencers, and,
by rules, are required to use the OEM
exhaust silencer. The stock OEM
silencers are designed to keep tire noise to
an acceptable decibel limit. Along with
reducing noise, the intake silencer has a
foam element filter to counteract the dirt-
gathering effects of standard intake
silencers and provide less engine wear.
ENGINE FORMATS
The other area of concern was the TAG engines are required
high cost of competitive karting. By
incorporating and designing an engine to use CIK approved
with bigger displacement than the
traditional 1OOcc motor and by having a intake silencers and
power band that works best with a
lower rpm, rebuild and maintenance OEM exhaust silencers.
costs are gready reduced. Expensive
rebuild items, such as cylinders, are
designed for long life with Gilnisil
plating, shifting the rebuild costs to
less-expensive components such as
pistons and rings.
The technical specification manual
supplied widi most TAG motors is also
quite good and very comprehensive. It
covers cverydiing from die spark plug
to the exhaust pipe and all die parts in
between. The recreational driver will
only need to refer to specific parts of die
manual, but eventually its best to be
familiar with die endre book to insure
that you wont run afoul in tech
inspection, and that youre maximizing
die performance of your engine.
The TM Racing ICC engine uses a dry
clutch. The plates in a dry clutch are
not sealed in the crankcase and
lubricated with oil, unlike moto
engines. Jeff Deskins
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i 55
CHAPTER 3
The Honda CR 125 moto-style shifter
kart engine is designed and built by
Swedetech Racing of Elk Grove,
California. This engine undergoes a
significant transformation to go from
a dirt bike to a kart. Jeff Deskins
SHIFTER 101
Overview
Shifter kart engines have transformed over
die last few years, hi Nordi America, much
of die early attention was focused on die
moto-style engine, while in Kuro|>e mud)
o f die attention was on purpose-built
engines called Intercontinental C or ICC.
Over die last few years, die ICC engine lias
become more |x>pular dian die moto-style
engine in North America. Each engine
format has unique features and benefits.
Tile moto engine is exactly as die name
impliesthese engines were designed and
built for off-road motorcycles. Major
motorcycle companies like Honda,
Yamalia. Kawasaki, Suzuki, and TM build
dicse engines.
< 56
Many modifications had to be
developed to use these engines on a
kart, including a special type of engine
mount needed to a <ommodate a karts
mounting position . T he exhaust pipe
also had to be mod tied. Because ol die
differences in pow r requirements and
mounting limitatioi x. the pipe lor a bike
is much different f om whats required
fora kart. Motocroi , hikes also use a wet
clutch because die re designed to take
die abuse of a ridir g technique that has
die rider constantly slipping the clutch.
An ICC engini. on the other hand,
is purpose-built to jsork only with karts.
For dial reason, tla- fit and finish look
much nicer and less bulky on a kart than
a moto engine. T ie major difference
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 ENGINE FORMATS

Shifter motors use two

DRY CLUTCHES VERSUS WET CLUTCHES
different types o f dutches.

Dry clutches and wet clutches both provide the same amount of friction,
just in a different manner. Dry clutches rely on the friction between the plates
and generally have little or no slip. Wet clutches us the friction of the oil
pressed between the plates and generally have some slip built into them.

between the moto engine and die ICC ENGINE MAINTENANCE

engine is that die exhaust pipe exits to Top-End Rebuild
the rear and the intake is located on die Clanging die piston and ring regularly is
front of die engine on an ICC. Almost good engine maintenance. The cylinder,
widiout exception, at no other dmc will cylinder head, and possibly the The CR125 engine from Swedetech
you slip die clutch, except at the start. connecting rod, will need attention at some Racing uses many specially-
The transmission in a shifter motor point. Tliis is where your engine builder machined pieces to fit components
is what really brings the package to life. can be your best source for coaching like the ignition and fuel pump
Its a synchromesh design, which allows and advice on engine maintenance. directly to the engine. Jeff Deskins
die gears to be selected in sequential
order. There is a slight gap between first
and second gear for neutral, a spot
where no gear exists. T his is an
extremely compact transmission dial
allows for very rapid gear selection widi
minimal input. The only down side is
that you must go dirough each gear. You
cannot jum p from fifth down to second
in one movement.
Shifter motors use two different
types of clutches. Whcdicr a wet clutch
or a dry clutch, they funedon die same
way. The clutch is made of two types of
interleaving plates called friction and
drive plates. The main drive gear turns
one set of plates, while die odier set of
plates drives die transmission gear. The
plates arc all gadiered in a basket, one in
between the other, pulled together by a
set of springs. Friction forces die drive
plates to turn die transmission plates.
Pull the clutch lever and die plates move
apart, taking the friction away, allowing
the kart to run in gear while at a
standstill. The wet clutch uses oil to
keep the plates cool and widen die
friction range. T he release of a dry
clutch is more like a switch, on or off

a 57 Copyrighted material
After the head has been removed,
slowly pull the cylinder up using two
hands to ensure that you do not
scratch the cylindor. Remember that as
the piston clears the cylinder wall, it
will fall forward. Catch it from below.
J e ff Deskins
lie sure to take the
time to clean all parts
before reassembly.
If you arc rebuilding a water-cooled
engine, you will need to drain die water
first. Next remove the exhaust pipe
completely. Remove die carburetor and
the air breather. Pull oil" the plug cap
and remove die spark plug: put the plug
back in the box and check it later.
Loosen the nuts on the head ami at the
base of die cylinder. Remove the head
and place it on the bench with the top
down, then lift the cylinder slowly from
the crankcase. Make sure you have a
clean rag to place the cylinder on. and
place a clean rag around the connecting
rotl to protect the crankcase from any
debris. Remove the old base gasket and
the top gaskets from the cylinder and
make sure die mounting surface is free
of any debris.
58
Remove the old ring very
carefullymake i re you do not
scratch the piston. Remove one of the
C-clips from the sit c of die piston; you
can see a small ind it that exposes part
of the clip. Use a rbund, dull scribe to
pop the clip out. immediately throw
tile clip into the rash so you don't
accidentally use it again. Push the pin
out from the opipi s ite side with your
finger until it clear:slh c bearing. Lift the
piston off and pus I die |pin all the way
through. Remove the iother C.-clip and
throw it into die trash along with die
pin. If the piston i in good shape and
measures to the pirt piicr tolerances, you
may be able to rcusi it in an emergency.
Be sure to take Jic time to clean all
parts before reas iblv. If vou use a
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solvent tank, its critical to wash your
parts with warm soap and water as the
final step before assembly. The cylinder
should be cleaned and inspected before
reassembly: check the cylinder walls for
wear. Use PL50 and a green ScotchBrite
pad to clean die cylinder bore. Clean in
a cross pattern similar to the original
pattern on the cylinder wall. Finally,
wash the cylinder with soap and water
and dry immediately. Inspect die head
and clean as required. Polish it with an
aluminum-polishing agent to finish.
Before rebuilding your engine, you
must first determine which top end parts
are worn. Proper measuring and comparing
with the expected wear tolerances in your
manual will tell you wiiat to replace. Also,
lie sure to check with your engine builder.
ENGINE FORMATS
As you assemble the top end, put a Before rebuilding your
couple of drops of nonsyndietic two-
cycle oil on each part before you put engine, you must first
them together. Put the new ring on the
new piston very carefully. Put a new C- determine which top end
clip into die piston and start the new
pin into the piston on the opposite parts are worn.
side. Place the piston over the rod,
align the new bearing, and push die pin
through very carefully. Once the pin is
fully in place, put die odier new C-clip
into die piston.
With the piston and ring fitted you
arc ready to reassemble the engine.
Start by coadng die cylinder walls with As soon as the cylinder has been
a nonsyndietic two-cycle oil, then slide removed, place a clean rag around
the cylinder back on. The base of the the crankcase opening so nothing
cylinder is slighdy beveled. Squeeze the falls into the bottom end of the
ring with one hand and slide the engine. Jeff Deskins
< 59 Copyrighted material
Be very careful removing the old ring
and placing the new one on the
piston. Keep in mind that two-cycle
pistons have a tiny notch located in
the groove where the ring sits. The
notch in the ring must match up to
this. Jeff Deskins
I f your engine is brand
ntnv or has a new lop end,
you need to do a basic
engine break-in.
cylinder on. Once in place, put the nuts
on so diey are finger tight.
l ighten the bolts on the cylinder in
a cross pattern starting with die right
front. Put on die head and dghten a
litdc at a dine in a cross pattern as well.
Refer to die owners manual or check
widi your engine builder for die correct
torque settings.
Basic Engine Break-In
If your engine is brand new or lias a new
top end, you need to do a basic engine
break-in. Ask your engine builder what
die proper jetdng is for engine break-in.
With the engine fired, place your hand
on the cylinder and feel the engine
conic up to temperature. Tliis should
take between five and ten minutes.
While the engine is running, always
van.' the rpm at the low end of the rpm
< 60
range. Shut the engine down and allow
it to cool. Check ir leaks around die
head, valve covcjr. carburetor, and
header pipe.
W ith the enj ine cooled down,
strap on your gear uid head out on the
track. Gcndy roll in |o the throttle as you
exit the comers id roll out o f the
throtde before you get the rpm too high.
Prolonged high rpm will damage an
engine on break-in, It is important dial
you vary your rpm on the track in order
to seat the ring pri perly. T his session
should last about 0 minutes. With a
four-stroke engine, when you come off
the track, drain tile oil from the
crankcase after the engine has cooled
never remove die i rain plug on a hot
engine. Check tit. drained oil for
contaminants, then refill the crankcase
widi new oil.
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 ENGINE FORMATS

For a brand-new engine or a

complete rebuild, its usually a good
idea to do three 10-ininute sessions,
adding higher rpm with each session.
After break-in is complete, change the
jetting to the proper settings indicated
by your engine builder and put in a
fresh plug.

Engine Storage
If your engine is to be stored for 60 days
or more, some preventive measures
must be taken to avoid deterioration.
After cleaning off'all the grease, grit, and
grime, you need to prepare the engine
for long-term storage. First, drain the
luel tank, fuel lines, and die carburetor
float bowl, just as after each race day.
Pull the carburetor off and spray it widi
carburetor cleaner. Move the slide up
and down, making sure the carburetor
is free of any fuel. Put die carburetor
back on and place a rag in die end.
Remove die entire exhaust system.
Wipe the pipe and silencer down
thoroughly and apply a generous
coating of VVD-40 to keep any surfaces
from rusting. Place in a large plastic bag
and place in your scat. Put a clean rag in system. This is only necessary if the The Yamaha YZ 85 is used in junior
the exhaust port. Next, remove the temperature in your area will (all below shifter kart racing classes. This
spark plug and spray a little WD-40 freezing, odicrwisc leave die water in and engine can be run as a novice shifter
into the combustion chamber. Widi the top it off as required. To drain the system, package by using a restrictor plate
plug in the plug cap and properly start by loosening die hose clamp at die on the intake and exhaust.
grounded, put the kart in gear and turn water pump. For moto engines diis is at Jeff Deskins
die rear wheels. T his will coat die die front of the engine. Loosen the
cylinder walls widi a protective coaung. radiator cap and tilt die kart to die right.
Put the spark plug back in. For ICC-style engines, the pump is at the
Next you need to diink about back of die kart. Tilt die kart backward to
draining die water out of the cooling make sure all the water runs out.

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i 61

The start ol any race is exciting and
action packed. Here racers take to
the track during the Quincy in the
Park Race held each year in Quincy.
Illinois. Sean Buur
Invest in safety before you
invest in your kart.
KARTING
SAFETY
WHAT YOU w--------
--------------------------- WILL LEARN
Track Safety
Signal Flag and Driver Signals
Pit Safety
Safety Gear
Kart Safety
WHY IS SAFETY SO IMPORTANT?
art racing is a fast-paced high
K speed sport where competitors
test their skills and those of the other
drivers in very close quarters. Its
critical that safety always be a prime
consideration to keep all competitors,
spectators, and race officials safe from
injury. W hile you can never
completely eliminate injury in any
sport, you can certainly take many
steps to greatly reduce the possibility
of serious harm.
All motor-racing organizations,
including your local kart club, require
specific safety equipment that must
meet stringent international standards.
Do not take die importance of safety
equipment lightly. Too many drivers
will spend excessive amounts of money
on their engines and then buy the
4 62
____________
cheapest helmet hey can find. Our
good friend Ross 'cutlcy. author of die
Speed Secrets car racing book series
says: If you can't afford a good helmet,
you can I afford l<i race.
So be sure to vest in safety before
you invest in your tart.
Todays race .arts have numerous
safety features. < ver the years, kart
manufacturers amd racing organizations
have worked tc) 'ether to develop
bumper, nerf-b and bodywork
systems to keep ilriivers safe. Bumpers
help protect the eet. while nerf bars
keep wheels iron becoming tangled,
Todays kart bodlywork has also been
tested for impact absorption. In case of
collision, injuries may result if a kart
flips over. Impact -absorbing bodywork
helps keep karts ftfro iin Hipping. Though
such incidents arc rare, and race
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programs typically run the whole day
without incident, as a new karter, its
nice to know that safety has been so well
thought out by kart manufacturers.
Respect for your fellow competi
tors and your track officials is vital to
enjoying a fun day at the track. One of
die best safety tools you can bring to die
track is a positive attitude. Make sure
you are karting to have fun and enjoy a
day of competition. Remember, most
clubs arc run by volunteers who spend
their own time to ensure that you have a One o f the best safety tools
fun, safe day at die track.
you can bring to the track is
TRACK SAFETY
All kart tracks are designed to meet a positive attitude.
basic safety standards set forth by the
karting industry and international
inotorsports groups like die CIK/FIA.
Tliis includes die use of barriers and
fences to keep bodi racers and specta
tors safe. Outdoor tracks are designed
to have a lot of runoff area between the
Kart drivers must have all their safety
gear on and be ready to race when
on grid. Race readiness is something
you dont want to rush. Sean Butir
< 63 Copyrighted material
CHAPTER 4
Race officials, like Paul Zalud of
STARS of Karting, are a key source of
information during a race weekend.
Most race organizations have a
central board for information posting.
Jett Deskins
racing surface and the barriers. Indoor
tracks use specific barriers made of
plastic that arc designed to keep karts
from crossing into other parts o f the
track. Indoor and outdoor barriers arc
also designed to absorb impacts to help
keep drivers safe.
Track safety includes the use of
signal Hags, driver hand signals, and pit
area safety. A key component of safety is
good communication and awareness of
your environment.
SIGNAL FLAGS
If youve spent any time watching
m o to rsp o rts, youre p robably
familiar with the basic racing flags.
Track safety includes the use o f
signal fla g s , driver hand
signals, and (fit area safety. A
key componem o f safety is good
comm unicat on and aware
ness o f y o u r environm ent.
Racing Hags are not much different
from the many road signs and sto p
lights we encounter on streets and
highways every i ay. Ju s t as we need
to obey those sigitals in traffic, we need
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to understand and obey all the flags on
the track. Ignoring flags is not an
option and can lead to serious injury if
you choose to not pay attention.
Always check with your local club and
sanctioning body to confirm the types
o f flags and dicir use in your area.
Green
T he p e n t flag is for go. T his flag is
displayed at the start of die race and
sometimes after the first lap to signal to
die drivers that diev arc racing. Racing
docs not begin until this flag is
displayed. Be sure not to accelerate
before you arc shown the green flag as
this can cause an accident.
Yellow
T he yellow flag means caution, trouble
ahead on die track. If the comer worker
is waving the yellow, it means dial there is
an incident in dial corner. If die workers
KARTING SAFETY
arc holding die yellow still hut open, it Race flags you will encounter during
means that die incident is furdier down your race day include green, yellow,
the track. Either way, you need to be red, blue, black, and checkered.
aware o f trouble ahead, which may Craig Ketchen
require you to change your line and slow
down. Once clear of the trouble or when
die yellow has been dropped by die
workers, you can resume racing. Some
tracks also use a full-course yellow.
Usually diis is shown by each comer
marshal holding two yellow flags. In this
case, die leader is meant to slow down
gradually, until die field is packed up.
Once die field is lined up in single-file
order and die incident is cleared, die race Whether the yellow fla g
will he restarted at die start/finish line.
Whether the yellow flag is local or lull is local or f u l l course,
course you cannot pass under die yellow
flag. Passing will result in a penalty. you cannot pass under the
Sometimes at die start of a race you
may see a corner marshal wave die yelloiv flag. Passing ivill
yellow flag in a downward motion as a
signal to slow down for die start. After a result in a penalty.
i 65 Copyrighted material
CHAPTER 4
When a major incident occurs, race
officials are on the scene quickly to
display the proper flag. Sean Burn
1Jyou receive a black fla g , go
into the pits immediately.
1
THE MEATBALL FLAG
The meatball flag means that some off the racing line, and exit the track at
things wrong with your kart. It gets the the pit entrance. Tri cks without a meat-
name "meatball" from the big red dot in ball flag will use thg black flag.
the middle of a black background. This
flag is usually shown because something
fell off of your kart, quite possibly due to
contact Even though you can't see it or
hear it, you may have a serious mechan
ical problem with your kart that requires
immediate attention. Your kart could be
leaking water or a bumper could be
falling off. Its important that you immedi
ately reduce speed, check for traffic, get Craig Kelchen
4 66 Copyrighted material
 KARTING SAFETY

race is over, many tracks wave the
yellow flags around the track to signal
that die race is over and the field is
frozen. Again, do not pass under diese
yellow-flag conditions.
until the all-clear lias been given from
die race officials. Once restarted, follow
die race officials' instructions. Most
clubs restart die drivers in dicir position
from the last completed lap.
This is the flag every drivers looks
forward to seeing at the end of a hard
fought race . .. Sean Buur

Red
T he red flag means slop. If a red flag
appears on the track at any point, raise
your hand and pull to die edge of die
track and slop. It is critical to not slam
on the brakes and cause a pile up of
karts behind you. After stopping, turn
off your engine and stay by your kart.
Do not remove your helmet. Wait for the
race officials to give you instructions.
During a red flag dicrc may be
safety vehicles or race officials on the
racing surface. Never start your kart
Black
T he black flag usually means you may
have done something wrong on the
track. If you receive a black flag, go into
die pits immediately. You'll probably
have a discussion with a race official
about im proper behavior o r rough After stopping, turn o ff
driving on the track.
In some cases, a race director may yo u r engine and stay
give you a rolled black, which is a
warning that you need to stop the by yo u r kart. Do not
rough driving and clean up your act.
Do it again and you'll get the full black. remove yo u r helmet.

< 67 Copyrighted material

CHAPTER 4
I f you are shown the blue
fla g make no sadden or
quick movements.
. . . and the driver who sees it first
will get a chance to show off the
victory in style. Sean Buur
Some racing scries will display a sign
board widi die drivers number along
with the black flag. T his makes it easier
to signal the driver when karts arc
running close togedicr.
It is not wise to ignore die black
flag. T his only hurts you and your
fellow competitors, and could cause
you to lose your racing privileges. It also
shows a lack of respect for die officials.
Keep in mind that black flags are not
always for driving infractions. On many
occasions the black flag is used to signal
a kart driver that he may have a mechan
ical problem or safety issue.
Blue
T h e blur flag means youre being
lapped. You need to yield the racing
line to the leaders coming through.
< 68
Many new drive s seem to struggle
with diis flag because diey try so hard
to get out o f tin way. they actually
create an incidcii on die racetrack. If
you are shown the blue flag, die
im portant thing to rem ember is to
make no sudden < r quick movements.
First, try to figurt out how close die
passing karts are to you. When they
are close, vicld the racing line by
pointing the le a d c s by on the side you
want them to pa s on. T h en , at the
same time, slowly case off the throttle.
Wait until the faster karts have passed
before you rejoin going at your race
pace. Its imports it that you learn to
work with other drivers under diis
blue flag conditio . Some day. vou will
be passing lap traffic and will appre
ciate the help.
[Copyrighted material
t

i!
1]
11
kM
Checkered
T lie checkered flag signals the end o f (lie
race. Everyone wants to be die first
across die finish line and see the check*
ered flag. After you cross die line and
receive the checkered flag the course
goes under caution. Stay in order, do
not pass, and proceed to the pit
entrance.
DRIVER SIGNALS
Karts do not come equipped with
brake lights or turn signals, so driver
hand signals become very important to
keep karts from colliding. T h e most
important hand signal is raising your
hand up for braking or slowing. T his is
used any time that you are not up to
speed on the track. T his may include
KARTING SAFETY
i
* r
-*'** IL* . , "
your first lap while you gel your tires Memo Gidley points a driver past
up to temperature or when you are during his annual karting clinic in
approaching an on-track incident. Hawaii. Kart drivers use hand signals
Your raised hand lets drivers behind to communicate to other drivers
you know that you arc slowing or stop while on the track. EarlMa
ping and theyll have time to take
evasive action to avoid a collision. You
will see drivers use this hand signal as
dicy enter or exit the track. In the case
of a red flag, when a driver has to stop
very quickly, they may actually wave
dicir arm.
Always look before you enter die
track from the (lit lane. Many kart tracks
will have a grid marshal who controls The most important hand
the entry o f karts onto the racing
surface. W hen there is no grid marshal, signal is raising your hand
enter with caution and raise your hand.
Keep off the racing line if possible and up fo r braking or slowing.
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< 69
A helmet must fit snug, yet be
comfortable. There should be no gap
between the padding and your
cheeks. Sean Buur
Always use great care and
keep a properly rated fire
extinguisher at the ready.
get up to speed quickly. Be aware of
oncoming traffic.
When exiting the racing surface, lie
sure to give karts behind you lots of
advanced warning. Dont suddenly peel
off into die pits. Raise your hand as you
approach the pit entrance and begin to
slow down. Before exiting, always test
your brakes by pushing on them gendv.
PIT SAFETY
Also important to a fun, safe day of
racing is proper pit safety. It's your
responsibility to keep your pit area
clean and safe. Be sure to use power
tools with care and remember that race
engines can be very hoi. Be sure to have
an adequate first-aid kit handy for small
70
cuts and burns, lo r major cuts and
bums, go sec the on-site emergency
medical technician^ (EM T).
Kart racing inv Ives die use o f gaso-
line, flammable lubl cants, cleaners, and
many different nib Always be careful
when handling fuel of any kind. Try to
keep all your fuel o<ntainers in a shaded
anil vented area, Kc :|>dietn out o f reach
of small children, ways use great care
and keep a proper Iv rated lire extin-
guisher at die ready
SAFETY HELM E ls
A helmet is the m ist im portant item
in your kart racing kit. Your helmet
m u s t t i l w e l l , m e e t n rre n t safety stan
dards, and be ke u clean. Keep in
opyrighted material

mind that a helmet for kart racing is
different than a helmet for car racing.
Both are made to the same design and
manufacturing standards for safety,
but a car racing helmet must be fire
resistant. For these helmets die inside
liner is made o f Nornex, a fire-
KARTING SAFETY
The face shield protects your eyes
from debris. Keep your shield clean
and free from scratches to ensure the
best possible visibility. Sean Buur
resistant material. A car-racing helmet
can be used for karting, but a karting
helmet cannot be used for car racing.
Kart helmets arc rated M, the same as
motorcycle helmets.
A racing helmet has four different
components: a rigid outer shell, a
Many drivers have their helmets
painted. Here is a Bell GTX
helmet painted for Secrets of Speed
by Mike Corby of Corby Concepts in
Indianapolis. Indiana. Be sure to have
your helmet painted by a experienced
helmet painter to ensure that there is
no damage to the shell or lining
of the helmet. Sean Buuf
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< 71
It is important that your neck collar,
also called the helmet support, fits
properly and does not affect your
range ol motion. This is the Backstop
neck collar from Design 500
Racewear of Seattle, Washington. It
has a wedge on the back to help
prevent whiplash. Sean Buur
entailable liner, a chin strap, and comfort
padding. The rigid outer shell adtls load
spreading capacity ami prevents objects
from penetrating the helmet. The liner
absorbs the energy of an impact by
crushing. The chin strap, when properly
buckled and adjusted, along with the
padding, helps the helmet remain in
position during a crash.
T he shield is another area of
importance. Generally made of Lcxan. a
bulletproof material, the shield
provides a clear field of vision and
protects the eyes from flying debris
such as rocks. Take good care of your
shield, because scratches will impair
your vision. Different shield finishes are
not just for looks, but serve a purpose to
block bright sunlight or enhance the
landscape in low-light situations.
< 72
What helps din reirs and race organ-
izers stay on top c driver safety is the
Snell Foundation s helmet safety rating
system. T he proti vc capability of a
particular helmet iis difficult to measure,
T h e Snell Fou:i dution tests and
destroys thousand of helmets every
year to determine how safe they arc.
Snell certification i an assurance dial a
helmet has measu r <1 up to die highest
standards for proti:c ti'vc performance,
Drivers need o understand dial
helmets don't Last liitrevcer. Just because it
still fils and looks g. siI doesn't mean dial
youre getting die icst protection. We
recommend dial vot replace your helmet
at least every five ye; s. Glues, resins, and
i idler materials used n helmet production
can affect liner mate;nals.>,and normal wear
and tear contribute ti helmet degradation.
Gopyrighted material

Taking good care of your helmet is
also key to its durability. Storing it in a
protective bag and carefully packing it
is very helpful. Be careful not to drop
your helmet on the ground; many
manufacturers recommend that if you
drop your helmet on the ground you
should replace it. Other factors, like
ultraviolet rays, can break down the
helmet from the outside. Additionally,
there will be a noticeable improvement
in the protective characteristic of
helmets over a five-year period due to
advances in materials, design, and stan
dards. Consult your manufacturers
website for up-to-date information on
your make and model.
If your helmet is Snell approved,
it will have a sticker inside. T he adhe
sive label or decal is usually affixed to
the inside of the helmet. If it isnt
visible, check underneath the flaps of
the comfort padding. Having this
label in your helmet is a pre-race
safety tech item that is checked at the
track. W ithout it, you wont be
allowed to race.
Your race helmet needs to be
snug. It should not be so tight diat it
hurts or so loose dial it flops around.
Due to varying shapes, heads dial arc
apparently the same size when meas
ured by a tape may not necessarily fit
the same size helmet. Always check
your helmet fit widi a trained profes
sional. Several steps will help you find
a helmet that fits well.
Measuring your head accurately is
the first step to correct helmet fit. A
clodi tape should be used to make die
initial measurement. The circumference
of the head should be measured at a
point approximately 1 inch above die
eyebrows in front, and at a point in the
hack of the head that results in die
largest possible measurement. Take
several measurements to make sure you
have the largest one.
KARTING SAFETY
Once the helmet model and size
have been selected, try it on before you
buy it. Grasp the helmet by the chin For a detailed fitting guide go to
straps and place your diumbs inside the the Bell Racing Helmets website
surface of the straps. Spread the fildng at www.bellracing.com.
foam apart and slip the helmet over
your head. Check for helmet move
ment; see if the helmet moves from side
to side or up and down. It needs to be
snug, and your checks should be finti in
the check padding. Fasten the chin
strap and try to pull the helmet off.
There should be no excess pressure at
any point. A helmet is like a pair of
shoesit will break in a bit but not a lot.
SAFETY GEAR
The rest of your safety gear is made up
of several items. These include a race
suit, gloves, race shoes, a neck collar,
and a chest or rib protector. Each of
these items is equally important to
ensuring maximum safety while racing.
Like your helmet, safety gear is not an I f your helmet is Snell
area you want to skimp on. Good-
quality equipment that is well cared for approved, it ivill have a
can be resold very easily. Be sure that all
of your safety equipment fits properly sticker inside.
not too small, and not too big. This is
especially important for children, where
we tend to want to get that next season
out of our childrens equipment.
Race Suits
Your race suit is what comes between
you and the track surface in the case of
an accident. It needs to meet certain
abrasion and skid resistance require
ments. Kart race suits dont need to be
fireproof. In fact, manufacturers cant
use Noincx in a kart suit because it lias
no abrasion resistance. Your suit needs
to fit comfortably; make sure you have
ample room in the arms and shoulders
to give you full range of motion. Look
for extra leg lengdi so die bottom cuff
doesnt ride up and expose your lower
leg wTiile seated. Most good race suits
i 73 Copyrighted material
CHAPTER 4

Memo Gidley in his full karting gear,

including shoes, suit, gloves, helmet
support, and helmet. Be sure your suit
is in good condition and fits you
properly. A clean suit will last longer
and fit better over time. Sean Buur

74 Copyrighted material

SAFETY GEAR
CHEST PROTECTORS
For junior ra c e rs In the United State s, it will
b e m a n d a to ry to h a v e a c h e st protector
sta rting in the 2 0 0 6 ra c in g s e a s o n . C h e st
protectors sp e cifica lly target the c h e st or
ste rn u m a rea of the driver. For children
u n d e r the a g e of 13. th is a re a is e sp e cia lly
v uln era ble in certain ty p e s of c ra sh e s,
s u c h a s a direct fron t-end collision. T h e
re su lt o f the im p a c t c o u ld be a so ft tissu e
or b ru isin g of the vital o r g a n s fou n d w ithin
the c h e st cavity area. W hile th e se injuries
are extrem ely rare, d o n 't take a c h a n c e
w h e n there a re gre a t p ro d u c ts available.
T h e re are S F I certified a n d a p p ro v e d
c h e st protectors that a re com ple te units,
w h ic h c o v e r rib s a n d ch est, or units that
w ill w o rk in c o n ju n c tio n w ith a rib
have vents lor cooling anel stretch
panels for comfort.
Keep your suit clean. Leaving your
suit bunched up in your gear bag will
shorten its life and make it look bad.
Always hang your suit up in die garage
to air it out after a day at the track.
Follow the basic care instructions
provided by die manufacturer. Dont be
afraid to wash your suit; leaving grease
and grime on your suit is far more
damaging dian any rinse cycle.
Gloves
Gloves need to fit well to give you a
good feel for the steering wheel.
Wearing gloves widi good flexibility and
good traction on your steering wheel
will keep your forearms from dring as
quickly. Try to keep your gloves clean
inside and out. To work on your kart,
mechanics gloves help keep your hands
clean and free from grease. Make sure
you wash your hands before you put
your race gloves ongetting them
KARTING SAFETY
protector. Trie im portant distinct w ith th e se
n e w breed of c h e st prote ctors is that there
is no gap. zipper, or V e lc ro at the
ch e st/ste rnum area. T h e se v e st s con n e ct
o n the s id e s a n d provid e a so lid uninter
rupted protection of the front area.
T w o c o m p a n ie s le a d in g the w a y in
ju n io r d r iv e r safe ty p ro te c tio n a re
A rm a d illo (a a rge a r.com ) a n d Ribtec. Both
h a v e b e e n S F I certified a n d p ro v id e g re a t
p r o d u c t s. M o re c o m p a n ie s w ill be
offe rin g s im ila r u n its in the c o m in g ye a rs.
B e s u r e to c h e c k w ith y o u r lo c a l clu b or Its a great idea for junior drivers to wear
ra c in g o rg a n iz a tio n for c o m p le te details. a chest protector. This unit mode by
Bottom -lin e , e v e n if y o u c a n ra ce w ithout Armadillo helps protect the chest area
o ne . w h y w o u ld you. In v e st in safety, it against impact from the steering wheel.
c o u ld la st a lifetim e.
greasy inside or out reduces the grip on
the wheel and ruins the suede on the
steering wheel as well.
Race Shoes
Race shoes are important because they
give you a good feel for the pedals.
They come in low-cut and high-top
versions. T he thin, smooth sole lets
you feel the brake and gas pedals.
Good flexibility, which helps with
smooth throttle and brake application,
is also important. Make sure dicy have
good heel padding and protection.
Good race shoes will have a Velcro
strap at the top to hold the laces in
place, making sure they dont get Wearing gloves with good
caught on anything.
flexibility and good traction
Neck Support
A neck support or neck collar is a crit on your steering wheel will
ical safety item and is mandatory in all
North American races, and in most keep you r forearms from
races around the world. It protects the
collarbone from impact from die edges tiring as quickly.
< 75 Copyrighted material
A good rib protector is made of hard
plastic wrapped in durable foam and
covered in a strong nylon material.
The vest needs to be very adjustable
to ensure maximum comfort. There
are styles made for both men and
women. Jett Deskins
Upper body protection is a
critical part o f driver safety.
of the helmet. Also, it protects the neck
from hyperextension and possible frac-
tnre. Many neck collars are made with
double Velcro fasteners to ensure that
the neck support stays in place. Not
only is it unsafe to have a neck collar fall
off while driving, it's also a way to get
black flagged during a race. Some neck
collars have removable foam padding
that can be adjusted for your neck
length. It's important to have enough
foam to make it sale hut not so much
that you lose a lot of range of motion.
Rib Protectors
l p|>er Ixxly protection is a critical part of
timer safety. There are Imtli rib protectors
76
and chest protectors! die imjxirtant point
is dial not all rib protectors are chest
protectors. Rib protestors are not manda
tory everywhere hut arc certainly a great
idea. In die event of a irious side iui|xict.
dies- protect your ribs from injury. The
side of the kart seat is ut well padded, and
the rib protector ofleis a layer of comfort
and protection. For junior meets kids
under die age of 13 s important to have
a vest with huilt-iu sternum protection in
case you hit die steer ig wheel with your
cliest. It's personal pr fervnee if you wear
your rib protector n uler or over your
driving suit. The lit lefit to wearing it
undemcadi is dial it lias less duuice of
getting caught on anyt ling.
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KART SAFETY
T he first major step in kart safety is a
complete nut-and-bolt check. Put a
wrench on every nut and bolt, checking
for solid contact on the washers.
Replace worn, bent, or stripped bolts
immediately. Many bolts on a kart need
to be cotter pinned, C-clippcd, or safety
wired. Cotter-pinned bolts require a
hole at the end for die cotter pin to fit
through. Bolls diat arc wired require die
end of one bolt to be wired to the end of
another. An example of diis is the bolts
diat hold die brake rotor to the brake-
rotor huh. Always safety wire in die
direction dial holds the bolt tight. Some
karts have bolts with the ends machined
to accommodate a C-clip.
Starling at die front with the
steering system, check all of die hard
ware such as the spindle bolts, inner
and outer tie-rod jam nuts, and die bolts
holding the steering column at the
KARTING SAFETY
bottom and at die steering post. All of Check your brake system regularly
die steering-system holts need to be for any leaking or cracks. Be sure
cotter pinned or C-clipped. All of diesc that all of your brake lines are in
connections are safety items that are good shape and free from any
required to pass technical inspection chaffing or sharp bends and all of the
before competition. bolts are safety wired. Sean Buur
T h e next area that needs extra
attention is die brake system. Make sure
die pivot bolt on die brake pedal is
pinned and the pedal is free to move
widiout binding. T he connecting rod All o f the steering-system
must have safety clips at each end. You
can use a small tyc wTap around die bolts need to be cotter
safety clip for added security'. YVe
recommend that you attach a piece of pinned or C-clipped.
braided wire from die brake pedal to die
rear-brake master cylinder as a safety-
backup. Make sure that die safety cable
has enough slack to allow die pedal to
move freely.
For safety, die bolts holding the Replace worn , bent, or
master cylinder in place need to be
safety* wired or cotter pinned. T he bolts stripped bolts immediately.
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< 77
The rear brake rotor is wired to
ensure it does not tail off. In some
cases, a sell-locking nut will also be
used. Sean Buur
tliat hold the brake calipers to the
mounting brackets will also need to be
wired together. W henever you arc
wiring holts such as caliper bolts, for
safety, it is critical that the wire is
attached in a way so that it pulls in the
direction that the bolt tightens. This
will help to ensure that the bolts don't
loosen. We also recommend that you
use stainless-steel wire and die appro
priate wire pliers. It takes a little prac
tice to wire correedv. so be patient.
Look over the brake lines and make
sure they flow smoothly and are secured
to the frame with the proper clips o r tye
wraps. T h e goal is to hold the lines
firmly in place without pinching them.
T he brake pedal connecting rod and
78
the left tie rod should not interfere with
each other when tli r steering wheel is
turned from side to side. Check the
brake fluid level an d top iti oil', if neces-
sary. Be careful if |tilled, brake fluid
will remove paint and tarnish most
finished surfaces.
Next, check tl: throttle or gas
pedal, making sure die pivot bolt is
cotter pinned and the pedal moves
freely. We rccomniit nd that the gas
pedal have two spirii gs to ensure dial
the gas pedal will iftu rn even if one
spring breaks. 'I throttle cable
should flow smooth! up to the carbu-
retor. If the cable lias itiy kinks, replace
it immediately, sure the outer
casing doesnt touch be engine, which
( opyrighted material
may melt the housing, causing the
pedal to stick. For smooth gas pedal
operation, use a cable casing widi a
nylon inner housing.
The next area to check is around die
rear axle and bearing cassette mounting
supports, making sure die bolts are tight
and secure. Make sure die axle is set to
an even distance on bodi sides and set
die hubs at an equal distance from die
end of die axle. Axle collars or setscrews
used to hold die axle in die bearings
should be checked for tightness. Use
blue Loctite to keep setscrews in place or
diey will work loose very quickly.
T he final areas to check arc the
front and rear bumpers, bodywork,
and fioorpan. Most karts run standard
CIK side pods and nose cone. Nerf
bars are one of die most critical safety
elements and should be visually
inspected for cracks or signs of wear.
All of diese components need to be
secured using Nylock nuts. Look for
connections that arc isolated with
rubber washers. Most of these connec
tions need only be snug. A kart has All of the front-end components, such
bodi a front and rear bumper. For as the king pin pictured here, need to
safety reasons, most karts are designed be clipped or pinned to ensure nuts
to have tight front bumper bolts. do not fall off the bolts. Sean Buur
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< 79

Karts are designed to lift the inside
rear wheel, allowing the kart to turn
a corner without scrubbing the tires.
T uses a solid axle, or live axle as it
Todd McCall
jacking and the flex o f die chassis,
The flex o f the chassis and
its components help
turning, while the rubber
from the tires creates grip.
KART
SETUP
he basic design o f any kart chassis
is sometimes called, which locks the
rear wheels togedicr by way o f a single
axle. By contrast, a race car uses a
differential in the rear end that allows
the inside wheel to rotate less dian the
outside wheel. A differential is used to
help a race car turn through a com er by
allowing die drive wheels to rotate
independently as they travel through a
different radius. A kart relics on weight
allowing the inside rear wheel to lift off
die ground, to help the kart turn
dirough a comer.
For setup, everything we do to our
kart is based on lifting die inside rear
wheel for the right amount of time. If we
cant lift die inside rear wheel, or at least
remove most o f die weight from dial
< 80
tire, the kart simply will not turn. T he
front and rear ofl the kart must share
die available grip, litis is called balance.
T he flex of the c assis and its compo
nents help turning, while the rubber
from the tires crca cs grip. W hen tuning
your kart, you need to find that right
amount of flex to balance that grip and
allow die kart to torn efficiently.
In diis setting, we will cover a lot o f
the areas that contribute to kart
performance. T l esc include chassis
design, die scat, data acquisition, drive
line, tires, and proper maintenance.
Carefully address ug each o f dicse areas
will ensure diat votir kart is race ready.
HOW A KART CHASSIS WORKS
In every type o f karting, the setup of
each componen is critical, as each
component plays a role in die handling
Copyrighted material
and tuning of die kart chassis. The main
force that is active in helping to steer
your kart is weight transfer. This
transfer of weight from one tire to
another is by design and will influence
the handling of a kart in many different
ways. Other factors to be considered
include track width, center of gravity,
and track conditions.
The role o f die front end is to
control die direction and stability of die
kart at s|ieed. T he geometry built into
the frame and spindles causes a weight-
jacking effect, which helps die inside
rear wheel to lift. The most important
element of the front-end design is
commonly referred to as king pin incli
nation (KPI) and is designed by the
chassis manufacturer based on the
engine type and its intended use. KPI The king pin angles inward at the top
not only causes the inside front wheel to and forward at the bottom. The result
drop and die outside front wheel to rise is a change in height and attitude of
in relation to each other, but it also the tire as the wheel is turned,
affects die attitude of die tire to die track causing a shift in weight on each tire.
surface. KPI is made up of caster and Sean Buur
camber, tw'o different angles tliat work
together to help a kart change direction
quickly and clficicndy.
The first and most important angle
is the caster angle, or the rearward
angle, that die front spindle has in rcla-
don to vertical or plumb. A kart will
never liave zero caster (vertical) or nega-
dve caster (forward lean), as this will not The role of the front end is to
allow weight jacking to occur. All karts
have positive caster built into diem control the direction and
dirough the positioning of die spindle
yoke welded to die chassis. As more stability o f the kart at speed.
4 81 Copyrighted material

the angle of the spindle arms and offset
holes on die steering shaft to make die
inner wheel turns in more dian the
outer wheel. This causes the inside
front wheel to turn on a tighter radius
than die outside front wheel, reducing
tire scrub and helping with grip while
cornering. Along with this, adding
Ackerman will also increase the weight-
jacking effect, and help weight transfer.
The role of the rear of the kart is to
deliver power and accelerate die kart
forward. Axles, hearings, and hubs work
together to control axle flex and main
tain traction through a comer. There are
a number of different axle lengths, diam
eters. anil diicknesses to choose from
that can he combined with a number of
KART SETUP
different hub lengths. 'ITie end result is The role o f Hie rear o f the
die same: controlling die flex of die axle
to provide the perfect amount of inside- hart is to deliver power and
wheel lift and compliancy.
Just like the suspension on a street accelerate the hart forward.
car helps absorb humps and create a
stable ride, a kart's axle will create
a stable, fast kart. The goal on a race
track is to get the kart turned ami get the
rear wheels planted hack on the track as
soon as possible. T he quicker the
horsepower can be delivered to
die ground with both w heels, the hi tter
the acceleration and the faster you will go.
The most critical area on the back The rear axle neetls to spin and flex
of the kart is where the axle is located. at the same time. The unique shape of
The axle is mounted on bearings, the bearing and bearing cassettes
which sit inside hearing cassettes. The help this happen easily. Sean Buur
< 83 Copyrighted material
CHAPTER
Kart seats are not placed in the
center, but to the left side of the kart.
This offsets the weight of the engine.
Sean Burn
The sent cnti control the
weight transfer, center o f
gravity, chassis flex, and
weight balance.
n>gtecretsof speed.com
role of the bearing cassette is to hold the
bearing finnly, yet allow die frame rails
to move and twist with minimal friction
and allow the axle to rotate freely and let
die chassis Ilex. These cassettes arc-
bolted to hangers. The bearing cassette
hanger can adjust die ride height and
wheelbase by providing different align
ment holes or positioning bushings.
The role of die chassis is to join dic
input from the front end and the back
end o f the kart. When properly
adjusted, it should provide just die right
amount of flex or resistance to achieve
optimum turning and bump-absorbing
performance. A number of components
can be clamped onto or removed from a
84
chassis to help it auage this Ilex. The
purpose o f these bars is to stiffen or
soften the chassis
SEAT DYNAMIl S 101
The seat is one of the most critical
components of a kart because its the
scat dial connects the largest mass the
driver to the kat . Too often the seat is
improperly poi tinned or poorly
installed, directly dfecting the handling
performance of le chassis. The seat
can control the w iglit transfer, center of
gravity, chassis. Ilex., and weight balance,
A properly installsd scat will comple-
incut these force s, while a poorly
installed seat W II work against the
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 KART SETUP

chassis, causing a number of handling

problems. A well-installed, properly
fitted seat can mean seconds in a lap.
Like the geometry and Ilex built
into the chassis, kart manufacturers
spend a lot of time on seat positioning.
Most manufacturers have recommended
settings for optimum performance;
these arc available from your dealer or
from the manufacturer's website. You
should always consult your chassis
manufacturer or your seat manufacturer
for exact mounting specifications.
When installing your seat, take
into consideration driver size, track
conditions, tire type, and engine style.
T h e position of the scat can be
adjusted to ensure maximum perform
ance from each o f these elements.
Drivers must learn that, like tires, the
scat is a commodity that gets
consumed. Top drivers will change
scats regularly to maintain consistent
handling performance. This is espe
cially relevant to North American
drivers who may run street races weight of the driver can slosh if the seat Some kart seats come with no
during which the seat can hit the isnt bolted in properly or if the seat is padding while others are partially or
ground, sustaining significant damage. too big for the driver. fully padded. Its really the driver's
T he seat affects the transfer of choice for comfort. Sean Burn
weight, die flex of the chassis, die DATA ACQUISITION
weight balance of the kart, and the Data acquisition is die collection ofreal-
center of gravity. All of these help to dmc information and the process of
pick up and set down die inside rear analyzing that information to determine
wheel, which is required to help the if modifications have made you faster or
kart handle properly through a corner. slower. Each time you modify' the setup
As the geometry of the chassis of your kart, you hope for a posidvc
transfers weight, the seat affects this by result. Data acquisition allows you to
transferring more or less of the drivers determine if a particular tweak helped
mass. 'Hie force applied by the driver or hurt the overall performance of your
as the kart changes direction enhances kart. Data acquisition is a gauge of your
diis weight transfer as the drivers progress diroughout die day. The most
body pushes outward on die scat when critical and difficult part of data acquisi
the kart turns through a corner. The tion is finding rrlevant information in
scat can control how much of diis die data youve acquired. A well-installed, properly
energy is transferred. A loose or Data-acquisition systems are not a
incorrectly fitted seat can create an magic genie that tells you how to go Jitted seat can mean
unnecessary transfer of weight and faster. You need to be very careful not
throw off the balance of the kart. The to let data acquisition steer you in die seconds in a lap.

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* 85

to make changes to your kart based on
very specific information, which will
back up your seat-of-lhe-pants feeling.
Capturing Relevant Real-Time Data
A data-acquisition system is actually
quite simple to install. You don't need a
degree in engineering or computer
science to make it work. However, it
does take time to learn your specific
system and understand how it will work
best for you.
In many basic applications, die
display dash and brain box are housed in
a single unit. This main unit connects all
of the sensor leads to the processor and
memory. It also sends information to die
dash for real-time presentadon, or to a
laptop for analysis by special software.
Tlie main unit carries die hardware and
software dial brings the input data to life.
This can be a separate unit or can be
integrated into die display dash.
The main unit widi the display
dash attaches to die steering wheel to
give the driver real-time heads-up infor
mation on what the sensors are reading.
Most systems use numbers and lights to
indicate die current status of engine
KART SETUP
output parameters as well as on-track
performance. The main display feature
is usually engine operating tempera
ture, followed by rpm, then lap time.
A number of different sensors, or
channels, can be installed on vour kart.
Some are required to ensure proper
engine performance wliile others are
more advanced and can be used to eval
uate driver performance. Keep it simple
when it conies to data acquisition. Four
main categories of data acquisition Drivers can choose from a wide
sensors arc important to tuning your range of sensors that will track
kart and helping improve driving information required to properly tune
performance: lap tunes, miles per hour, their kart. This engine speed, or rpm.
temperature, and rpm. sensor is mounted to the spark slug
For a driver to become faster, the wire. Sean Buur
critical and most basic part of data
acquisition is accurate lap times. Lap
times allow you to gauge your progress
throughout the day. Why arc consistent
and visible lap times so important to
becoming a better driver? Its all about
training your brain. Every lap, your
brain thinks things like, that feels
good or that feels slow. By having lap
times, you can train yourself to associate
a good feeling with a faster lap time.
Widiout accurate real-time feedback,
This is what a typical data download
to a laptop computer looks like. By
using special analysis software from
a data acquisition system equipped
with track mapping capabilities, the
software can actual draw the track
layout. Sean Buur
< 87 Copyrighted material
CHAPTER 5
M o s t fron t s p r o c k e t s a re m a d e of
ste e l a n d w i l l la st a lo n g tim e. B e
s u r e to g e t the p ro p e r c h a in to fit the
s p r o c k e t s o n y o u r kart. Sean Buur
T h e re a r s p r o c k e t o n m o st t w o - a n d
f o u r - c y c le k a r t s is m a d e from
a lu m in u m . T h is h e lp s th e a x le s p in
fa s t e r b e c a u s e it h a s l e s s w e ig h t
r e s is ta n c e . F o u r -c y c le k a rt s u s e the
s p lit s ty le (left), w h ile t w o - c y c le
k a rt s u s e the s o lid type. Sean Buur
you may feel good, but you may actually
be going slower.
T here arc two different ways to
measure lap times. T he first is a beacon,
a two-part system requiring the beacon
itself and a beacon sensor on the kart.
T h e beacon sensor picks up die signal
from the beacon, located trackside. T h e
sensor needs to be mounted with a clear
line of sight to the beacon and needs to
be at the same height as the beacon to
4 88
ensure an accurate reading. T h e beacon
is mounted trad side to transmit a
signal as the kar passes, which the
sensor picks up to track lap time. It is
generally inounl :d on a tripod,
providing the necessary height adjust
ment, and has diff( rent settings so it can
function for different karts on the track.
T he odier method uses a magnetic strip
embedded in the rack, and a sensor is
m ounted on th e llourpan pointing
down to die grott id. As you pass over
the strip, die sensor recognizes it and a
lap Utile is marked
T h e odier sensor that can really
make a difference to any kart racer
measures rpm, or engine speed, which
is important because the engine needs
to operate in die | roper range to maxi
mize the karts po rcr output. T he rpm
reading is also key to setting up die
clutch. Unlike the lap-time scenario, a
driver can hear anil feel the rpm range.
As you work to ii ic-tuuc your engine,
trusting only your gut can lead to prob
lems, because yoi r gut sense may not
be accurate, and being off a few
hundred rpm cat mean a significant
difference in lap t me. T h e rpm meas
urement is taken rom die spark plug
lead; diis sensor tiles the pulse o f spark
from die ignition to the spark plug to
read die rpm.
Another imp irtant sensor is for
wheel speed. Tvp cally, miles per hour
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are associated with wheel speed.
However, not all basic models come
with a wheel speed sensor, as they
require a lot of memory. A critical func
tion o f a wheel speed sensor is to actu
ally calculate the distance traveled.
T h e distance calculations are used by
the software to enable numerous func
tions, such as track m apping, plot
versus distance, and many other vital
math channels.
T h e wheel speed, or miles per
hour, can be measured from the front
wheel or the rear wheel. Most systems
recommend mounting a magnet on the
front wheel and attaching the sensor on
the spindle area. T he magnet passes by
die sensor, which picks up die rotation
speed of the wheel. When values such
as wheel size are programmed into the
system, an accurate reading o f miles per
hour can be obtained. When deciding
whether to mount die sensor on the
front or rear wheels, keep in mind that
the front dres will not get die wheel spin
you might sec on the rear, which can
cause an inaccurate speed reading.
T h e next key sensor to have on
your kart measures engine tem pera
ture, which can be taken from the top
o f the cylinder at the spark plug in or a
w aterline. A nother is the E G T
(exhaust gas tem perature) sensor
m ounted on die exhaust header reads
the tem perature of the exhaust gases
as diev leave die com bustion chamber.
Most basic systems only allow for one
tem perature sensor. If your data-
logging system allows for two tem per
ature sensors, then add the E G T
sensor as it is an excellent guide to
tuning your engine.
With data acquisidon installed on
die kart, the workload on driver and
crew increases. While die tuner may be
working on the kart, die driver can eval
uate die infonnadon and begin to formu
late a plan. Having accurate data allows
KART SETUP
you to track your progress after the race Having accurate data
day is complete so you can begin to diink
about changes before your next race. allows you to track your
Driveline progress after the race day is
Gearing is important to overall lap times
and to top speed in all forms of kart complete so you ca n begin to
racing. T h e only way to change gear
rados comes from die drive sprockets. think about changes before
Finding the right gearing is an exercise
in trial and error. A data-acquisidon your next race.
system will help show how changes
afreet lap dmes and engine perform
ance. Gearing is specific to each track
layout and must he tuned to work widi
your engine setup. Gearing affects the
speed at every rpm range, so its impor
tant that diese match to ensure
maximum performance. Remember,
you cant create horsepower by altering
your gearing setup. However, you can
apply your available horsepower in the
best possible way with proper testing
and careful planning.
T h e basic principle of gear ratios is
quite simple. T h e ratio is based on
comparing the number of turns the
front sprocket makes versus die rear
sprocket. A lower ratiothe front gear
and die rear gear lieing close in size
creates high speed widi low torque.
Widi a higher ratiodie gears being
much different in sizediere is more
torque, but less top-end speed is
produced. W idi a kart, you arc always
looking to set die gearing for the
maximum top speed, while making sure
that the entire rpm range has adequate
pull off the corners.
GEAR ALIGNMENT
To change the rear gears, loosen die
engine mount bolts and pull die engine
back a couple of inches. Loosen bodi Finding the right
sides and then remove the bolts.
Remove the gear. Be sure to clean the gear ing is an exercise in
area where die gear sat widi contact
cleaner. Check that the keyway is in trial and error.
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CHAPTER 5
good shape. Place die new gear on the
carrier and install die bolts. If you have
gears dial coinc split in two pieces, the
matching halves arc usually marked for
correct installation. Make sure you
tighten both bolts equally.
When fitting new gears, its very
important that the gears are properly
aligned. Eyeballing may not be good
enough, and if youre in doubt, a
straightedge rule placed on the sides of
die gear will provide die proper align
ment. Misalignment o f front and rear
sprockets is a major cause of rapid wear
and loss o f horsepower. Chains and
sprockets should be checked for worn
spots, which could indicate misalign
ment. Misalignment is usually due to
not adjusdug die rear sprocket carefully.
To check the alignment, p u t the
kart on a stand, spin die rear wheel,
and watch how the chain travels along
the sprockets. T h e chain should run
on die center of the teedi; it should
not run to one side or snake from one
side to the other. Place a straightedge
along the front and rear gears, keeping
clear o f any bolts, nuts, or washers.
Look for any gaps between the edge
and the gear. Move the rear gear hub
assembly to the left o r right to bring it
into alignment.
When using a chain breaker, be sure
you remove the pin that allow s you to
reconnect the ends properly.
Sean Buur
4 90
There are als<>a number oflascr tools
diat can be used. These units fit ovei die
rear sprocket and point a laser beam
forward toward the front sprocket. You
can slide the hub from side to side to line
up the beam direct! with die front gear.
Get in die in hit of cleaning your
gears before you put them away. Put
each one in a ZiplAck bag and mark the
size on die o n tsidt. T his makes finding
the one you need quick and easy and
keeps your gears from banging into
each odier in stor; ;e.
Chain
During use, a clt in will stretch the
pins will wear can mg extension of the
chain. Assume a percent maximum
allowable extens an for non-O -ring
chains. Using a chain thats been
stretched more than the above
maximum allowat re causes the chain
to ride up the t i dl of the sprocket,
T his in turn cam,SI s damage to the dps
of the gear teeth lile force transmitted
by the chain is ca rried entirely through
die top of the iii >th. rather than die
whole tooth res thing in premature
gear wear. Chair are a consumable
item on shifter ka t :s. Its a good idea to
carry at least 01 spare chain it's
cheaper to replace! a chain dian a set of
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Alignment Specialty Tools
T h e re a re a n u m b e r of sp e cia lty to o ls you
c a n b u y to a lig n the s p r o c k e ts a n d g e a r s
on y o u r kart. In s o m e c a s e s, s u c h a s a
clutch m o u n te d inboard, y o u c a n n o t ge t a
stra igh t e d g e in p la ce to c h e c k the a lig n
m e n t T here are a fe w different la se r
to o ls that c a n be u sed. T h e se u n its fit
o v e r the rear s p ro c k e t a n d point a la se r
bea m forw ard, to w a rd the front sprocke t.
You c a n slid e the rea r sp ro c k e t carrier
h u b fro m s id e to sid e to line the b e a m up
directly w ith the front gear. T h is tool is
q u ic k a n d e a s y to use.
T here is a great a lign m e n t tool that,
like the la se r tools, u s e s the rear sp ro ck e t
a s the point o f reference. T h is tool s lip s
KART SETUP
o v e r the re a r s p ro c k e t a n d p o in ts a
stra ight bar forw ard. You sim p ly loose n
th e s t r a ig h t bar and m ove the bar
fo rw a rd until y o u re a c h the fron t gear.
Y ou c a n th e n s lid e th e re a r s p r o c k e t
c a r r ie r h u b fro m s id e to s id e to line the
b a r u p d ire c tly w it h the fro n t gear. T h e
t ric k is to m a k e s u r e th e tool is firm ly
in p la c e o n th e re a r s p r o c k e t to e n s u r e
a n a c c u r a t e a lig n m e n t.
W h ic h e v e r m e thod y o u use , stra ight
edge , laser, or a lig n m e n t bar, m a k e s u re The chain tension should have about
yo u r sp ro c k e t a n d g e a r a re in line. T h is
3/8-inch play. Be sure that when you
will help the m last lo n ge r by re d u c in g
check the tension, you rotate the rear
w ear and re d u c e the c h a n c e of your
ch a in p o p p in g off. wheels to see if the chain has a tight
spot. Sean Buur
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CHAPTER 5
When fittin g a new chain, gears. Also, a new cliain runs more
smoothly, has less friction, and actually
ensure that the gears consumes less horsepower.
With a new chain, it is usually
are correctly aligned and necessary to set the proper length to fit
your kart. This is done widi the help of
that the chain and gears a chain breaker, which allows you to
split a chain quickly and efficiently to
are well lubricated. add new links or remove a few links to
modify' the chain length. A chain breaker
can ruin your chain if not used properly.
Reducing Wear and Tear
A number of important steps can ensure
dial your gears and chain not only work
well, but also last a long dme. Gears
should be checked regularly for undue
wear. Pointed or stretched teeth are
signs of a worn sprocket. A worn
sprocket can rob your engine of power
and break under use.
Chain tension is a key check as you
work on your kart. The chain needs from
3/8 inch to 1/2 inch (9.5 mm to 13 mm)
of play for optimal performance. When
clianging gears or moving die engine,
make sure the engine mount is redght-
ened widi a minimum of a 3/8 inch (9.5
mm) of slack at the midway point
between the sprockets. Having your
chain snap can cause expensive damage
to your kart. If your chain is damaged,
worn, or overstretched, replace i t W ien
fitting a new chain, ensure lliat die gears
arc correcdy aligned and that the chain
and gears are well lubricated.
Make sure the chain guard is in
place. This tech item is good protecdon
to you and will keep your kart clean of
flying grease. Most karts have a guard
diat mounts using die PTO holes in die
side case. This is an item that may or
may not come as part of the kart from
your dealer. If your kart is missing a
chain guard, there is a quick trick to
mount one. Mount a 2-inch strip of
plastic about 12 inches long in two
places: above the rear sprocket and at
< 92
die very bottom. 1 be top can usually be
secured with an I, bracket bolted to the
bearing cassette. Dn some karts, the
third rail has a tab veldcd onto it for die
chain guard. If y urs has one, mount
the chain guard to it.
We rccomi end using a high-
quality chain Iu Ik like Torco Power
Slide Titanium Stries. Lube the chain
before every run! Be neat about diis
process by placii rag or paper towel
on the frame unde the chain so that any
lube that flies pas die chain will hit die
rag and not get i die frame. Try to
wipe up any ;ccss chain lube.
Remember to app r chain lube from die
inside out, when the chain and the
gears meet.
A dirty ch: n be cleaned by
soaking it in WD- 0, which will remove
the dirt and die reasc in die rollers.
You'll need to Heavily lubricate the
chain after it is clcincd this way. This is
only a temporary fix for a chain thats
been run through he dirt.
TIRES
Tires have a liugo impact on handling
and lap times. Rearing this in mind, it's
important to male sure that you use
tires to their fullest potential. Taking
care of your tires qfill give you an advan
tage over other lom pcdtors. In this
section, we will look at how to mount
and dismount dr<*. break-in new tires,
and set dre pressing for driving. First,
lets take a look at kart tires and rims.
Like a race clr, die dres on a kart
are tubeless, die air is held inside die
tire with a tight leal between the tire
bead and die w hed rim. Karts use slicks
for dry weather a id grooved tires for
wet weather. Racaig kart tires are low
and wide, which slow s a kart to have a
short sidewall, c ra d n g a dre diat reacts
quickly to driver input.
A kart dre rel s on the reladonship
between heat a d air pressure to
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perform at its optimum level. Heat is
generated by die sidewall flexing and by
the contact patch scrubbing on the
track surface. As the temperature builds
inside die tire, die air temperature goes
up and the lire pressure increases,
which can also be a factor in beat
buildup in a race tire. Tire temperature
determines die grip and rolling resist
ance of die tire.
T ire specifications are stamped
into the sidewall. For example an
11 x6.50-5 tire is the dimensional size
of die tire in inches. T he first number,
11, indicates the height of die tirein
this case, 11 inches tall, which is also
11 inches in diameter. T h e next
number, 6.50, indicates the tread
width or contact 6.50 inches wide.
The last number, 5, designates a rim
size of 5 inches.
Most tires will have a directional
arrow indicator. Its im portant to
understand that this is the direction
the tire should face for acceleration.
For karts with only rear brakes, the
arrow on both front and rear should
point forward, or the normal direction
of forward movement. For karts that
have front brakes, the front tire direc
tion arrow should face the rear. This is
done because a front brake kart loads
the front tire opposite to the rear tire,
and die tire is designed to absorb
diese loads for die best performance.
Tire compounds vary and are usually
determined in the class rules. Clubs
will often designate harder
compounds, which are designed to
last a long time and help keep costs
down. Many racing series require a
spec tire for all karts.
< 93
KART SETUP
Kart racing tires come in many sizes
anti widths. While most kart
applications use slick tires, as seen
here, some dirt speedway classes
have grooves in the tire for better grip.
The tire on the left is brand new, while
the tire on the right has been used.
Sean Buur
A kart tire relies on the
relationship between heat
and air pressure to perform
at its optimum level.
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pull into the pits arid check your tire
pressures while theyre hot. Because the
tire pressure is so important to perform
ance, an accurate gauge is essential. T he
maximum pressure o f kart tires is
usually below 40 psi and die minimum
can be as low as ju st a couple of pounds.
You need a gauge that has a range from
0 to 40 psi and is accurate enough to
read pound increments.
Set die tire pressures hot. because
dials die temperature die Ores operate
KART SETUP
Set your cold pressure before you go
out onto the track. The front tires
should be 1 to I V 2 pounds less than
the rear tires. Sean B um
at on the track. Its also important to
note the differences between your
starting cold and your racing hot dre
pressures. Proper pressure is difficult to
generalize because it can vary with
driver, chassis, track layout, road
surface, weather, and temperature. Hot
pressures come in 2 to 3 psi higher than
cold. Make adjusuneuts to your cold
pressure to ensure that you hit the
optimum hot pressure at the right time.
Consult your kart shop for desired
4 95 Copyrighted material
CHAPTER?)
Check air pressure as soon as you
come off the track to get hot tire
pressures. Sean Buur
operating pressures for your tires.
Outside temperature cluuigc lias a big
impact on tire pressure; the general rule
is to raise pressure during the cool part
o f the day. T his decreases die contact
patch and generates more heat quicker.
As the day warms up (around noon),
you may have to decrease the pressure
by 1 to 3 psi to stay at your optimal hot
tire pressure.
You should know your race tire
pressure from practice. Race pressure
lets you run at your optimum lap time
for enough laps to last the race. Tire
pressure dials too high builds up too
< 96
It is possibl to adjust tire
pressures\ \o help f i x a
handling prol irm. as air pres
sure has a n g effect on the
stability Afyour kart.
much heat too qtlickly and causes die
tires to lose grip, lxiw starting pressure
causes the tires to lack grip at the begin
ning o f die race.|You can m n mock
races in p ractici to find the right
starting p re ssu re making sure you
always check d iq pressure while die
tires arc hot. Check die pressures when
die tires have co o ed down and make a
note o f both the h it and cold pressures
in your logbook. I
It is possiblelto adjust tire pres
sures to help fix 1 handling problem,
as air pressure has a big effect on the
stability of y ourlkart. For excessive
hopping, try adding slightly more tire
pressure to sett e the kart dow n.
A dding a substai tial am ount o f tire
pressure will take tway grip from dial
tire. If you have a push, adding more
pressure in the res will take away grip
and give the kat a better balance.
Never use this as i long-term fix to a
problem, though. T h e goal is to get
the Ures to work! at their maximum
grip level and then tune the kart
handling to diat krip. Only use tire
pressures to help handling when fine-
tuning is your goal.
Also watch f o l die tire to shred or
get small cuts or ! ilits in the surface.
T h is may be a sigr that the tire is over
heated. T h e tir : should have a
pebbled look to it. If the tire overheats
even once, it will suffer a significant
am ount o f deterio ation in grip next
time vou run.
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MAINTENANCE
One of the more important tilings you
can do for your kart is to keep it clean
a clean kart is a happy kart and a happy
kart is a fast kartthe idea being that
anything mechanical operates better
when pro|>crly maintained and cleaned.
This eliminates possible problems and
helps you discover loose bolts or
damaged parts before they become a
problem and lose you a race.
Start by blowing oil'all the dirt and
dust you can. Be careful when using
compressed air; always wear safety
glasses when using an air hose. Next,
take a rag and lightly coat it with WD-
40; this will help cut through die grease
and grime on your kart and help to keep
rust from forming on any bare metal
surfaces. Start at die front of die kart,
which is usually the cleanest, and work
your way back. The chain area is the
last spot to clean because this area
contains die most amount of grease.
It's a good idea to remove die
wheels and dean die hubs and rims.
Use diis as an opportunity to check the
studs, rims, bolts, and tires for damage.
Dont be afraid to pull off die hubs and
give them a quick cleaning, but make
sure you take widdi measurements
before you puli them off. Most hub
KART SETUP
Speedway karts will use different
size tires from front to back and from
side to side. This process is called
stagger," and helps the kart turn left.
Drivers do this by making the right
side tires wider and taller.
Rowdy Jordan
problems come from grit and grease
getring in between the huh and the axle,
cither causing them to slip or be diffi
cult to adjust. Your hubs should move
easily when loosened and be solidly in
place when tight. Put die wheels back
on and tighten die stud bolts firmly.
Another area to keep clean is the
rear axle. YVidi a chain and chain lube,
diis area can be a real mess because
grease Dies everywhere and then
attracts grit. Start widi a clean rag and
remove as much as possible. Use YYD-
40 to loosen and remove die stubborn
grease on the bearings, axle, and rear
gearusing WD-40 will lubricate parts
while being cleaned. Clean the endre
rear end, including the bumper, frame,
bearings, and cassettes, by putting
some YVD-40 on a rag and wiping die
surface. T his will make the next
cleaning even easier. Dont be afraid to frail
Properly working brakes are
important and you should take the time off the hubs and give
to maintain diem and check for any
problem areas. Start widi a dry rag and them a quick cleaning, but
remove as much dust and grime as
possible. Clean in and around die rotor make sure you take width
hub and the caliper. Using a good-
quality brake cleaner, take the nozzle measurements before
hose and spray into die brake caliper.
This should force out any brake dust or you fruit them off.
< 97 Copyrighted material
CHAPTER 5

Many karts, especially the dirt
Speedway karts, use a foam pre-filter
to help keep the dirt out of the engine.
Air filters need to be treated with a
special oil to ensure they trap the
most amount of dirt and still let air
into the engine. Sean Buur
'The sleeving column support
bracket is a friction-jit area
track grit. Dont be afraid to use die
cleaner, as it dries with no residue, but
try not to soak the pad itself.
Anodier area to keep clean is the
engine. Start at the top o f the engine
using contact cleaner and compressed
air. For those areas xvidi heavy grease, a
toothbrush along with contact cleaner
and compressed air works great for
cleaning Just dont go crazy widi die
contact cleaner, and make sure to keep
away from all pauited surfaces. If you
have run ofT cour c and picked up a lot
of dirt, dont forget to remove the lank
bolt and clean m dcrnealh the fuel
tank. T h e grit in ictween the floorpan
and the fuel lank .in act like sandpaper
and wear on both the plastic tank
bottom and the aluminum surface of
the floorpan.
After a race d y. you should pull die
engine for a more thorough cleaning.

and can collect a lot o f grit.

Air filters come in many sizes and

shapes. Be sure to get the one that is
right for your kart The filter on the
right is the Green air filter used on the
Briggs & Stratton World formula
Engine. Sean Buur

< 98 Copyrighted material


Remove the engine and place it on your
bench. When you remove the exhaust
pipe and carburetor, do not forget to
place a clean shop towel or clodi into
the exhaust port and die intake flange to
make sure nothing gets into the engine
while youre cleaning it. Wipe off all
surfaces and make sure all die electronic
parts are cleaned. Wipe off the chassis
where die engine mount sits, and wipe
off die side of the seatthis usually gets
covered in grime. Clean the engine
m ount thoroughly, including the
brackets dial go underneath. You want a
nice, clean contact between the engine
mount and die chassis to ensure the
engine doesnt move.
Anodier part diat gets overlooked
is die steering column support bracket.
T his is a friction-fit area and can collect
a lot of grit. Remove the bracket boh
and slip the bracket up die steering
KART SETUP
This is a K&N air filter mounted on
the Yamaha YF200R1. It is a cloth type
filter and uses a nylon pre-filter to
trap larger dirt particles before they
reach the filter. Sean Buur
shaft. W ipe off the column and put it
back in place with a litde WD-40 for
good measure. Make sure to wait a few
minutes before reinstalling so all of the
WD-40 can run dirough.
T h e finishing touch to a clean kart
is the body-work. If the bodvyvork is
relatively clean, the process is simple.
Take a clean rag and spray it and the
bodyw ork with W D -40. W D -40
works great to loosen all the stained
grease and will not smear and ruin
your stickersnever use brake or
contact cleaner. Not only will they Never use brake or
ruin your stickers, they will also dry
out and fade your body-work. After the contact cleaner to clean
bodyyvork is free o f all grease, take
another clean rag and clean with a bodyworktheyll ruin your
formula like Simple Green. T his will
give the plastic that nongreasy look stickers and dry out and
and help keep dust and dirt from
building up on the surface. Jade your bodywork.
< 99 Copyrighted material
 KART
Chapter 6
TUNING
WHAT YOU WILL LEARN

Starting Your Kart

Kart Clutch 101

Finding the Right Balance

Mounting Tires

Performance Tuning

Two-Stroke Tuning

A typical four-cycle sprint kart setup.
Sprint karting is the most popular
form of karting in the world and the
one most commonly referred to when
people think about karting.
Sean Buur
uning your kart involves working
T on many different parts,
including the chassis, tires, clutch, and
engine. All of dicsc components work
together to maximize your kart's
performance. Tuning is a constant
process that changes with different
tracks and as track conditions change
throughout the day. Its important that
you keep very detailed notes, which
will serve as a baseline as you make
changes and also as a reference should
you return to that track.
STARTING YOUR KART
Before you fire up die engineand after
youve gone dirough routine checks
you must add fluids to your kart. Make
sure you use the manufacturers
recommended fluids and specified
amounts. Check widi your local dealer
or engine Imildcr you're not sure what
fluids your kart requires.
With four-cyqle engines there is no
need to mix oil ai d gas. The crankcase
of the engine will take any 30-weight oil;
some engine built ers recommend very
thin oils. And in ihost cases, your four
cycle engine will r in with regular-grade
pump gas.
A two-cycle engine needs a mix of
fuel and oil togtdier before starting.
Make sure you get die recommended
fucl/oil mixture from your engine
builder. Mixing i ms are available dial
allow you to in x the oil and fuel
pro|>erly and acct irately.
Its a good idea to fill the fuel
system before starting the engine. On
motors with a sec indarv fuel tank, after
putting fuel in the primary tank, take the
fuel line off the carburetor anti aim it

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4 100

into the gas call. Blow into the gas tank
vent line until fuel flows through the
fuel line and into your gas ju g . Now that
the fuel line is full, reattach it to the
carburetor. Filling the line with fuel will
keep you from turning the motor over
excessively to start it. Make sure you put
a small tye wrap over the fuel line to
keep it secure on the carburetor nipple.
Have a friend stand at the front o f
the kart applying light throttle.
Mem o Gidley starts a direct-drive
Yamaha KT100 with RLV pipe. To start
a direct drive you need to pick up the
rear end of the kart and run
alongside. W hile tricky at first it gets
easier with experience. Sean Buur
approximately an eighth o f full power.
Put the starter gun into the nut or pull
the starter cord and turn the engine
over. O n a TAG engine, press the start
button. O nce the engine starts, run it at When w anning up the
a low rpm until it warms up. W hen
wanning up the motor, vary the throttle motor , vary the throttle
to keep the engine from loading up. If
the idle is set properly, the engine to keep the engine from
should idle nicely at about 500 to 000
rpm. If not. adjust the carburetor idle by loading np on fu el.
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< 101
CHAPTER 6
It is critical to take pressure
readings immediately to get
accurate hot tire pressures.
Track Width
Track change refers to w idening or narrowing
the front or rear w h e e ls to affect kart
handling. Changing front or rear track width
will effectively shift grip from one end to the
other. Here are a couple of quick examples. If
you move the rear w heels out, you reduce
rear wheel hop. If you move the rear w heels in
it helps the kart turn better because the kart
unloads because the kart unloads the inside
wheel more.
Rear track ch an g e s are m ade on the
axle. All rear w he e ls are attached to the axle
u sin g hub s that slide over the axle and clamp
tightly in place. M o v e the h u b s out to widen
track width, and closer together to narrow it
Keep in mind that som e rear hub s have a lip
adjusting the cable or die idle screw.
T his can be done while die engine is
off, or runningju st he careful if you do
it while running.
First Laps
W hen you come in from your first
session, you need to check some basic
things. These basic checks should
become liabit after every on-track session.
Have your charts ready so you can quickly
write down your observations.
T h e first thing to check is tire
pressure. It is critical to take pressure
readings immediately to get accurate
hot tire pressures. Compare diese tire
pressure readings to the cold pressure
settings when you went out. Each tire
should have increased from 2 to 3 psi.
Check die tires for any cuts or marks
dial may indicate a problem.
Its important to liavc a quick look
at all o f your karts components. Make
sure all the brackets are still light and
that diere are no loose nuts or bolts.
Check to see if diere are any fuel leaks;
look for fuel under die scat and on the
back o f die kart. Check all lines for cuts,
rubbing, or chaffing. We recommend
that all fuel lines be secured widi a small
4 102
on them that prevents t e hub from sliding all
the w a y past the end of he axle.
Front track width o ra n ge is done in two
different ways. M ost ka is use a spindle or a
hub syste m on the fro t Both syste m s use
space rs between the be ring and the inside of
the spindle. These space s can be moved from
the inside to the outsid to bring the w heels
closer together, from th outside to the inside
to move the w heels fui her a p a rt On shifter
karts with front brakes there is a hub that
slides from side to side to change the track
width. M oving the wt sets closer together
creates le ss weight j tking while m oving
them further apart c sates m ore w eight
jacking and a m ore resj msive front end.
tye wrap to keep t tern from backing off
dieir nipples.
Next, pull thefepark plug and check
for color. It sh o tld be light brown,
almost coffee colored, in die middle
porcelain area, anti black on die outer
metal ring arouncf the porcelain. If the
color is drastically different, consider a
jetung change.
After the folr-cycle engine has
cooled, slowly re n tv e the oil drain plug,
usually located at the front o f the engine.
Extreme caution mould he taken when
removing die oil (drain plug to avoid
injury from hot oil] Try to let die oil flow
into a measuring lu p to make sure the
level is not down; f die level is down, die
system is leakin . Let the oil flow
dirough your fin; :rs and feel for any
particles or metal lavings. Put die plug
back in carefully a d do not overtighten.
Finally, check die chain tension. A
new chain will stt td i as it breaks in. If
there is more th: 3/8 inch (9.5 mm)
play, adjust the ch in as oudined earlier.
As you move die ngine forward, make
sure you dont p ill on any electrical,
water, or fuel line
Be sure to wt tc down any notes as
you mil dirough tl e post-session review.
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This information will be very valuable as
yon begin to fine-tune your kart.
KART CLUTCH 101
The centrifugal, or single-speed, clutch
is truly an amazing engineering marvel.
Most often the clutch is the hardest
working and most ignored part of a
kart. No matter how strong your engine
is, or how well your cliassis is set up, if
the clutch isn't working properly, you
will not be competitive. The clutch
transfers the torque and power from the
engine to the rear sprocket. You can
lose a great deal of horsepower between
the crankshaft and the rear axle
sprocket if you don't keep your clutch
properly tuned and in good shape.
The clutch allows the engine to
freewheel (non-engaged state) for
starting and idling. This freewheeling is
maintained up to some preplanned slip
point when the clutch achieves lockup
and drive occurs. A clutch harnesses
the power of centrifugal force and
friction to drive the kart forward. If you
dunk about it, a kart clutch is just the
opposite of brakes. We use die force
created through the master cylinder and
the friction of pads on die brake rotor to
slow us down. A clutch uses force and
friction to speed the kart up. Clutch
lockup is achieved by the centrifugal
force of rotation ami torque overcoming
the preload tension o f the springs.
When rpm readies a level of force dial
engages the mechanism, the clutch is
said to lock up. After die clutch has
locked up, die torque is transferred to
the rear axle, into the tires, and down
die track you go.
A number of different styles and
types o f dutches arc available. T he two
main types arc disc and drum. The disc
clutch resembles disc brakes for a car,
and die drum-style clutch resembles
drum brakes. Shoes covered in brake
material or made of steel push on the
drum to create friction and move die
kart. A disc clutch can transmit more
horsepower widi less mass dian a drum-
style dutch and has more adjustment.
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KART TUNING
--------------- v---------------
SLIPPING THE CLUTCH
Slipping the clutch refers to
partially engaging the clutch lever
to partially engage the clutch. This is
tlone at a standing start to avoid
excessive wheel spin as the power
is applied, while not using all
available power.
The clutch is the hardest
working and most ignored
part o f a kart.
T h e drum c lu tc h is m u ch la rg e r and
h e a v ie r than m o st d is c clu tc h e s.
H o w eve r, the d is c c lu tc h re q u ire s
m ore m a in te n a n ce . Sean Burn
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CHAPTER 6
This is a Horstman wet clutch. ~Wet"
refers to the fact that the discs are
housed inside a casing filled with oil.
These clutches were popular in the
1980s. Sean Burn
The (hum-style clutch is
user friendly and handles
the bottom-end torque well.
making use of multiple discs to
compensate for weight. T h e drum-style
clutch is more often seen in four-cycle
applications because its more user
friendly and handles the bottom-end
torque well. Four-cycle racing only uses
the dry dutch, while some two-cycle
classes run a wet clutch. Choosing the
right clutch is both simple and complex.
In most four-cycle kart-racing classes
use o f specific clutches arc not
designated. Look at die other drivers in
your class to get a good idea of die right
clutch for your class. Always check widi
your local kart shop, engine builder, and
clutch manufacturer to ensure you get
the clutch dial will work best for you.
D isc Clutches
In general, die disc clutch is lighter
than the drum clutch and has more
tuning options. A disc clutch has a hub
thats connected to the crankshaft and
spins with the engine. Connected to
this hub is a scries o f levers and
compression springs. T he springs hold
the pressure plate, and the levers push
against the pressure plate. Mounted on
the same shaft, a drum spins freely and
has the drive sprocket attached. T he
4 104
friction discs coni ret to the drum widi
outer lugs that lit into the channels of
die drum.
So, for a disc lutch. die number of
discs used is determined by the driver.
T he general rule is that as weight is
addedgoing from junior to medium to
heavy classesdiscs need to be added.
Widi more mass tp move, more friction
is required to move you and your kart
forward. By adding more friction discs,
you increase the amount o f friction
surface area. Keep in mind that a clutch
with fewer discs not faster than one
with more discs ai d vice versa.
As engine pill increases, die
outw ard force o the spinning hub
drives the levers . wav from die center.
T h e levers pusl the pressure plate
against a scries of friction discs dial
engage the oute drum . T h e drum
begins to spin and drives the gear diat
moves die kart brw ard. T h e basic
engagement speed o f the clutch is
predetermined by die levers diat pivot
in response to c ntrifugal force. T he
pivoting of die livers is restrained by
the compression Springs. A variety of
engagement pom i, or stall speeds, can
be obtained by adjusting the spring
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The drum clutch uses shoes that
rotate outward as the clutch spins.
These shoes push out against the
drum lining, engaging the drum
which drives the kart. Bernd Fuchs
weights that respond to centrifugal
force predeterm ine the basic
engagement speed o f the clutch. A
variety of engagement points, or stall
speeds, can be obtained by adjusting
the springs or shoes or weights.
FOUR-CYCLE CLUTCH INSTALLATI )N
On a four-cycle kart engine you can
mount the clutch both inboard (sprocket
beside the motor) and outboard
(sprocket away from the engine). All the
four-cycle engines talked about in this
book are left or inside drive. This
positions the clutch between the seat
and the engine. However, this produces
some problems, especially for larger
drivers trying to mount their seat. The
reason we can mount both inboard and
outboard is the fact that four-cycle
engines use a 3/4-inch crankshaft,
which can take the added pressure of
106
Installation
W hen m ounting a clutch to your
engine, first make sure the keywav lits
properly and isn'lt sloppy. Always apply
a very tbin coat c gnod-cpiality grease
to die crankshaft icfore vnu install the
the sprocket being mounted on the end.
The crankshaft has standard key way.
Also most two-cycl t engines used in
clutch drive formats ft,iave a tapered end
on the crankshaft, unlike tthe four-cycle
engines where the crankshaft is the
same diameter aero s the entire length,
The four-cycle cran!ilfshaft makes it easy
to mount inside < outside. When
mounting outboard, you will need extra
spacers to keep tht clutch arms from
hitting the side c ;e of the engine,
Check with your cl itch manufacturer
before mounting,
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CHAPTER 6
Stall Speed
The stall speed is the point where the
clutch "locks," providing maximum
transfer of power. The term stall is
used to refer to the fact that engine
rpm will go flat, or stall, for an instant
when the clutch fully engages. The
clutch doesn't make power; it can
only transmit the available torque
from the engine to the rear axle. In
karting, the clutch is subject to
extreme abuse as it is repeatedly
required to perform with a controlled
slip, which of course creates high
heat The clutch's biggest enemy is
heat A clutch gets overheated, or
"smoked," for any number of reasons.
The main problem is that the stall-
speed adjustment is set above the
peak torque of the engine.
Proper stall-speed adjustment will
enable your engine to operate within its
most efficient power band, which
should provide the fastest lap time. The
clutch is normally engaged at 200 to 300
rpm before torque peak, rather than at
torque peak, allowing the clutch to
engage and issue adequate power to
1/2-inch head so be careful; use some
thread lock to keep it in place.
T he inside edge of die crankshaft
next to the engine is slightly rounded. If
you tighten the d u tch drum against it
you can crack die hub, which is why the
drum is tightened against die washers,
letting the clutch float. T his is the same
for disc or drum , inboard or outboard.
For a disc clutch you will need a special
spacer if mounting outboard. T he
spacer will slide on first and keep the
levers away from die side of die engine.
For drum clutches, there is no
difference w hether you m ount it
inboard or oudioard.
4108
drive through the torque peak and rpm
range without b e )iging the engine
down. If the clutch engages at torque
peak, the clutch lock and drop off,
as there won't be enough power to
sustain and carq the engagement
forward. The clutcl:h|needs to lock up at
maximum torque,,s< it is very important
to engage the cluti l at 200 to 300 rpm
before torque peak
Dry clutches jerform very well
with low maintenai ce up to 3,500 rpm
stall speed. As yo increase the stall
speed above 3 t00 rpm, clutch
maintenance also increases. If you
operate the clutch bove 3,500 rpm, you
may need to servii the clutch every
race weekend Ci nisult your engine
builder or the miafiufacturer of your
clutch for precise ll-speed settings,
A tachometer 5 needed to set the
stall-speed ran for optimum
performance. The c orrect procedure
is to look at thei ta k just as you go to
full throttle on th( tightest corner of
the racetrack. Thi will give you the
best reading to set your clutch.
(
FINDING THE MGHT BALANCE
Putting your karl on scales is perhaps
die most importa t diing you can do to
ensure proper ha idling. T h e first tiling
to check is diat ill tires are of equal
circumference sit i to side, and that all
chassis settings, such as caster and
camber, arc also ynunetrical from side
to side. Next, ali pi die front end and
lock die steering I ut to keep die steering
fium moving dun ig die scaling process.
T he steering can be locked by using a
Vise-Grips lock d onto the steering
it against die frame.
T he most bi lie approach is to use
four badiroom sc les (one for each tire)
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CHAPTER 6
Camber can affect
understeer through the size
of the contact patch.
The wider the front end,
the more the tire will
drop, causing more
weight-jacking effect.
This is the difference between the
inside and the outside of the wheel.
Always mount from the inside of the
wheel, as the lip is smaller.
Craig Ketchen
Understeer
Understeer, also referred to as push, is
most often seen as poor comer turn in.
The main cause of understeer is that die
inside rear tire is not picking up and
the kart has to struggle to turn. If
this is the problem , it can be fixed.
We know that anything that we do to
increase the weight jacking effect
will help lift up the inside rear tire.
T h e most com m on change is
increasing the caster, w hich will
increase weight jacking.
T h e o th e r way to correct
understcer is camber. Camber can alTcct
understeer through the size of the
contact patch. At most tracks there will
be plenty of front tires with substantial
wear on the inside edge, yet virtually no
wear on die outside. This is due to die
camber settings asking only a small part
of the tire to do any work. As a result,
Outside edge (wider and sharper edges)
Inside edge (rounder and thinner edges)
< 112l
this smaller tire f otprint will have a
tendency to overh at, especially in hot
conditions, contri citing to premature
tire wear and understeer.
Camber also IfFects understeer in
its ability to jack weight. Its common
for most karts ( ) come with zero
camber. Because i lc profile of a front
tire is generally fla across die top, zero
camber is a gooi I trade-off between
contact patch and weight jacking. The
more positive cai er you induce, the
more the outside : of the tire pushes
down in turning nd the more weight
jacking you have.
T he other cl ;c that will afTcct
weight jacking ai push is the front
track width. Put four kart on a stand
and turn the will fls. Notice that the
outside wheel dri down. Making the
front end wider ill move it farther
from die pivot t. In other words,
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fil -----------------------------
CHAPTER 6
If you plan on changing liras
frequently, you will need a bead
breaker. This unit from RLV is great
and works on all sizes and styles of
rims. Jeff Deskins
Be \iire to apply plenty
o f lube all the way around
the outside o f the tire,
making sure not to splash
it into the inside.
thinner, anti that its edge is more
rounded. So, even in the ease of
equally sized lips, the inside lip is still
a little easier to slip the tire over.
Place the tire oil the ground and
Inhe the outer edge of the tire and the
bottorn edge of die rim. Be sure the lube
is slippery, can he washed off, and won't
damage the rubber. A mild cleaner like
Simple Green is best for diis. Be sure to
apply plenty of lube all the way around
the outside o f the tire, making sure not
to splash it into the inside. T he
moisture from this fluid will have a
negative effect on the amount o f tire
pressure increase on the track. Keep the
Simple Green dose by. since you might
114
need it again la U r. Widt lube on die
outside of the: hea II. spin the edge of the
rim to coat it in Iu x \
Now kneel tlI w i i , with the tire llat
on the ground. Pi ss die rim down onto
the tire on an an] Ic. so the rim makes
contact with tin tire bead on two
points. Now twi die rim while you
apply pressure u ing II to get the rim to
slip into diat part if the tire. During this
process, you m i t find that the tire
collapses, turnin] inside out. Putting
pressure on the ire in between your
knees while pushm;g the rim in wall help
to keep this fromt happening. You will
find you can roll o r t w i s t t h e r i m i n t o
the tire with vouit han d s .
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For the other side of the tire, flip the
wheel over so the rim is on the floor.
Apply some more lube to die inside edge
of die rim using a rag. This will avoid
getting too much lube inside die tire.
Grip die tire very firmly, putting your
whole weight behind it. Eventually it
should slip on, just die same as die first
bead. You may find diat you need to grab
each side and roll the bead onto the rim.
If you are new to mounting tires,
you may also use tire irons to help with
the mounting process. Just like
mounting without dre irons, you should
start widi die smaller side of die rim,
usually the inside. With the extra
leverage you get with die irons, its
important that you dont force die dre
on or off die rim. Too much force on the
dre will ruin the bead and possibly
damage die rim. T he key is to take it
slow, lie patient, and use a lot of lube.
If your rims liave bead locks, now is
the time to install them. Make sure they
arc clean and have a rubber O-ring in
good condiuon. Put them in until they
are just past flush. You should be able to
pass your finger over die hole and just
feel the tip of die bead lock. If you put
them in too far, die tire will have
difficulty scadng. If you dont put diem
in far enough, the hole can fill with die
rubber from the bead itself. Taking
extreme care with bead locks is
important. Bead locks generally do not
have much thread to start widi and are
prone to leaking and stripping.
Just after you liave mounted a dre on
a rim, you might nodcc diat dicre is a gap
between die dre bead and the wheel rim.
When infladng die tires, it's important to
get die seal as tight as possible, or youll
have a difficult time getting die bead to
seat. Using a compressor, force air in at
such a high rate diat it cannot escape
from the gap fast enough. The tire will
rapidly expand until it reaches die rim,
providing die desired seal. The valve
KART TUNING
core can resist die fast infladon, so it may When inflating the tires, its
be necessary to remove die valve core. A
strap or piece of rope wTapped tiglidv important to get the seal as
around the outside of die tire will help
widi die scadng process. Wrap die strap tight as possible, or youll
in the center of die tread and pull dghdy
while putdng air in die dre. The strap have a difficult time getting
helps to push the beads closer to the
rim, making a better seal on the dre the bead to seat.
bead and rim.
As you inflate the tire, die pressure
will grow and the bead will start to slide
up die rim. Applying plenty of lube can
help reduce the fricuon between the
rubber and rim material. When you
apply high pressures (40 or 50 psi), you
may exceed the manufacturers
recommendadons. Be sure to take all
necessary' safety precautions. Use a long
air chuck to give you some safety
distance. We recommended that you
put your tires into a safety cage to seat
the beads. If youre unsure about
scaring your tires, see your local dealer.
When a bead seats under high
pressure, it can produce a loud metallic-
sounding pop. Dont be alarmed: dials
normal. One bead often scats much
earlier than the second bead, so keep
increasing die pressure. Eventually, die
second bead will scat, again with a loud
pop. Be careful not to get your fingers
between the wheel lip and the dre bead
when die bead seats. The pressure is
capable of seriously squishing your
fingers, so make sure your fingers are
nowhere near the dre and rim when
youre trying to seat the bead.
Once bodi beads are seated, check
that they have even contact with the lip
of die wheel rim. To keep from over
stretching the tire, reduce the air When a bead seats
pressure back to the hot pressure. To
complete die installation process, under high pressure, it can
tighten the bead locks. Make sure you
check the bead locks for air leaks by produce a loud
spraying diem with soapy water and
looking for bubbles. metallic-sounding pop.
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CHAPTER 6
Throw out damaged rims,
as they can ruin a good set of
tires orfa il under pressure.
Removal and Storage
Dismounting old tires can be as much a
chore as mounting new tires. Although
its much more difficult to remove a tire
widiout tire irons, its always preferred
to avoid using the irons. Even being
very careful, using dre irons will mark
die rim, which can damage new tires
and make mounting more difficult
First, to remove dres with dre
irons, remove the valve core with the
valve core removal tool. Next, break the
head using a head breaker. There are a
number of manual units on die market.
Break the bead on the inside first, dicn
die outside or valve stem side. With
bodi beads now off die lip of die rim,
place the rim, valve stem side down, on
a piece of old carpet. Push one edge of
die dre to the narrow middle of the rim.
Take the tire iron and place it on
die odier side and pull down. Take the
other iron and do the same. Be careful,
because die dre iron can stretch or mark
die bead area. When removing the old
tires to be discarded, you dont have to
worry about the bead area, but be
careful with the rim. With the tire irons
in place, try to pull die dre over die rim
to about half way. T he rest of die tire
should pop off. Flip the dre over, and
die odier edge of die rim can be pulled
ofTby hand.
When removing an old tire widiout
a dre iron, die first step is to break the
bead as oudined above. Then, with the
inside of die dre, roll die top of the dre
inward, making the bottom dre bead
extend itself over the rim. Grab the
extended bead and slowly work die tire
of}' the rim until the entire bead has
been removed over the rim.
Flip the tire and rim over and angle
die run into the carpet while putting
pressure on the top of die rim with your
left hand. Take your right hand and use
your palm to slowly work the outside
bead over die inside surface of die rim.
< 116
Aldiough this tcic nique takes a little
practice, it will your rims free of
marks from using re irons,
Before using le rim again, check
for dents, cracks, a d bends. File ofFany
burrs or marks, pecially on the lip
where die dre 1:1C (I makes contact. If
you have magmes tm rims, check for
cracks. Throw out amaged rims, as die)
can ruin a good of dres or fail under
pressure. Clean tli rim widi contact or
brake cleaner. Maki sure you remove any
rubber dials stud to the bead seadng
area. Kims shoulc be stored in a safe
place to avoid bi ng banged around,
Small nicks and triv ks on ( die lip can cut
tires when mounld g. It is important to
wrap your dresi afu each use.
Taking care your dres off die
track is very oft overlooked. Once
youve run vour tifcs youve broken die
outer seal. This s al keeps die rubber
fresh and protect the surface against
contanunants like as, oil, and cleaners,
You need to wrap your dres in
plastic wrap and p u tthem in a dark bag
or a rack in your ailer. This will keep
the environment and sunlight from
drying out and h rdening die rubber,
This is especial]) important for club
racers who use a lard-coin pound dre
dial is raced on i t uire dian once. Also,
this is good for r ce dres that can be
used for practii . Following these
simple rules wil help to keep tire
rubber soft and ev o helpI to extend the
life of your tires.
PERFORMANCE TUNING
Air Density
Air density, or dnc relative weight of the
air, is the coi bination of three
elements: baron)eiitric pressure, air
temperature, and tumidity. Air density
is generally highe at sea level because
die barometric pir ssurc is liigh and die
temperature is lov A good example is a
cold and sunnyr wi iti:er day. On the other
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hand, air density will be lowest at a high
elevation, where the barom etric
pressure is generally low and the
temperature is high. T he amount of
water vapor is measured by humidity,
which is the least significant factor
when evaluating air density.
The most common way to measure
air density is widi an air-density gauge.
Why is air density important? Widi each
intake stroke of die engine, die exact same
volume of air is drawn, but die density or
weight of dial volume of air can vary
greatly from day to day, and even hour to
hour. For example, at high elevations
engines take in less air, so die engine needs
less fliel to maintain die desired air/fuel
mixture. So, if die density increases and
die amount of fliel is not increased, die
tnixturc will be lean, which can lead to a
loss of power or worse, a seized piston.
Conversely, if die density decreases and
you dont reduce fuel volume, die mixture
will lie rich and die engine wont generate
as much horsepower.
Remember, something else goes
down as altitude goes up: horsepower.
You can expect to lose as much as 3
percent of your power for every 1,000
feet (304.8 meters) that you rise in
altitude. So, what docs diis mean? Cold
air is dense air and dense air requires
more fuel (bigger jet). Warm air is diin
air and diin air requires less fuel
(smaller jet). Air density makes that
much difference. Always take constant
readings of air density and note other
w eather conditions such as
tem perature, clouds, proximity to
water, and other meteorological factors
to determine proper tuning.
Spark Plug Reading
One of the key characteristics o f a spark
plug is a property called heat range. All
conventional plugs have to stay hot
enough to bum away deposits that
could build up on the electrodes. This
KART TUNING
buildup would have die effect of short-
circuiting, or fouling, die plug. To be
safe, plug tem peratures should be
between 700 degrees Fahrenheit (371
degrees Celsius) and 1,000 degrees
Fahrenheit (537.8 degrees Celsius) over
die whole range of operating condidons.
Its important to understand dtat its the
engine that puts heat into die plug and
not die reverse. Therefore, a hot plug
doesnt make an engine run hotter, and
ncidicr does a cold plug make the
engine ru n cooler. Knowing which
plugs arc hotter or colder dian die ones
you presendy have in your engine is
easy if you stay with the same brand.
Nearly all plug manufacturers use a
numbering system to designate heat
range. T h is information is readily
available on their websites. A typical spark plug for two- and four
So how can you tell if youre cycle engines uses a ceramic outer
running the correct heat range? Always shell and a metallic inner electrode.
ask your engine builder what spark plug The spark from the engines ignition
diey recommend. T h e spark plug will travels through this electrode to ignite
get hot enough to keep die insulator the compressed air/fuel mixture.
nose completely clean, with all deposits Craig Ketchen
burned away, but not so hot that die
electrodes show signs of overheadng.
T h e primary evidence that a plug is
overheating can be found on the plugs
center electrode. T h e edges on die tip
of die electrode will show signs o f being
rounded by erosion or melting. Try to
use a new plug diats been run for just a
few minutes.
T he best reading of a spark plug
comes from a plug chop, meaning the
engine should be cut at ftdl throttle to
accurately read die color o f the air/fuel
mixture. Your engine will have an idle
setring, so when you let off the gas the
engine will not stall. To do a plug chop,
come in off the track fast without a cool
down lap and immediately cut die The best reading o f
engine using the kill switch. T hen,
remove the spark plug and read exaedy a spark plug comes from a
what occurred in the com bustion
chamber at high rpm. plug chop.
4 117 Copyrighted material
CHAPTER 6
To p r o p e r ly c h e c k the s p a r k p lu g, yo u
n e e d a m a g n if y in g g la s s . L o o k at the
s i d e s of the p o r c e la in in su la to r; th is
is th e b e s t in d ic a t io n of h o w ric h or
le a n the e n g in e is ru n n in g .
Jeff Deskins
Pipe Tuning
All two-stroke engines have an
optimum power band. T his is the range
of rpm in which the maximum power
output is achieved. T h is power band
can he moved up and down die rpm
range to adapt to die conditions at
4 118
hand. A two-stri ke is a very high-
rcvving engine, wi|li the KT100 engine
running ju st over 15,000 rpm and ICA
engines running up to 20,000 rpm. The
power band is basically the perfect
match o f die lexpansion-cham ber
shockwave andl the combustion
strokeit can feed like an extra kick of
power from the] engine. W hen the
engine is outside he power band, the
rpm range is too low or too high for die
combustion strok and die shockwave
to have die pro|>ei timing.
T h e volume o f the expansion
chamber and the lengdi o f the pipe
dictate die timin ; o f die shockwave.
Therefore, the eihaust port and die
expansion chamber can he tuned to put
die power hand wlicre it will work best
given different conditions. T h e exhaust
pipe or expansioi chamber for a two-
stroke is made up o f five specific parts.
T he part connect ng to die cylinder is
die head, follow* i by die diffuser, or
diverging cone. Hie next section is
called the dwell or center section,
followed by the tafllc, or converging
cone, and finalw the stinger. T he
lengdi, angle, an a diameter of each of
diese sections cai be adjusted to affect
overall engine pci brmancc. Many 100-
cc air-cooled cn< : pipes have ncidier
a dwell nor a sun;
Remember, pipe needs to he
tuned to match the (low o f exhaust
gases from the :xhaust port to the
return shockwave in die pipe. T h e pipe
on a two-stroke is truly a magical diing.
It has a huge im part on die performance
o f die engine Jby harnessing the
shockwave o r pressure pulse created in
die combustion tliambcr. As diis wave
travels down the pipe, it moves at die
speed of sound at d remains unchanged
undl it enters die liffuscr cone. Because
two-cycle karts need to have the
horsepower madi at very high rpm, die
header lengdi is c uitc short.
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As die diam eter o f the pipe
increases, the volume of the hot exhaust
gas expands, drawing more o f die
exhaust gases into the pipe. T he original
wave continues down the pipe and
enters the hafilc or diffuser. At diis point,
die main refleedve point, the wave, is
reflected back toward die engine as a
positive pressure wave. 'ITiis is die magic
of a two-stroke. As die original negative
wave draws die remaining exhaust gases
out of die cylinder on die power stroke it
also draws die fresh fuel charge into die
pipe. T he returning positive wave rams
diis new air/fucl mixture charge back
into die combustion chamber on die
combustion stroke.
KART TUNING
T h e length of the pipe and the The exhaust pipe for an ICC shifter
temperature inside die pipe will control kart engine. Notice the welding
die timing and speed of diese waves. So, detail done to get the proper shape.
a longer pipe means a lower power This shape helps determine engine
band, which is good for short, dglit performance. Jett Deskins
tracks. A shorter pipe means a higher
power band, which is good lor faster,
longer tracks.
Ignition Timing
Now diat you can read what die engine
is doing by looking at die plug and
piston, you need to dial in your ignition
timing. T h e purpose of ignition timing
is to maximize the power created by
combustion. Advanced dining causes
die spark to happen before top dead
< 119 Copyrighted material
CHAPTER 6
The purpose of ignition center (TDC), which is great for low- to
mid-rpm, because the mixture has more
timing is to maximize time to burn and create more pressure
in die combustion chamber. The down
the power created side is that more heat is created. The
impact of more heat is even greater as
by combustion. die rpm rises.
Its best to fire the plug closer to
T D C as the rpin rises. T he closer the
plug fires to T D C , the less pressure
and heat rise. T he overall advantage is
that more heat is put into the pipe and
less into the combustion chamber.
T his has the effect of increasing the
rpm range and reducing the
possibility of meltdown. It is
important to stress diat you need to
give spark advance very close attention
because excessive spark lead is the
most frequent cause of detonation.
When the spark is advanced too much,
the pressure rise in the combustion
chamber becomes too great and
creates a ping sound. T his preignition
is a major warning that youve gone too
far and seizure is possible.
T he timing of the spark is
controlled in the constant discharge
ignition (CDI). The CD1 has a built-in
curve that alters the spark dming over
die rpm range, allowing for peak power.
Carburetion
Widi ignidon dming under control, you
can further fine-tune your engine by
tuning the carburetor. Carb tuning is a
continuous adjustment because of
changing air density.
The first dung the carburetor does
is mix air widi fuel. The carburetor is
always located between the air box and
die engine. As the engine draws air in
through the carburetor, fuel is metered
The carburetor can be by a series of needles and jets to mix
with die air. Both styles of carburetors
used to manage changes use low-speed and high-speed circuits
to ensure that die right amount of fuel is
in air density. available to mix with die air.
4 120
T he secon operation die
carburetor perfoi i is controlling the
fuel flow to the e igine. Butterfly-style
carburetors use a gate lat opens and
closes with the d rottle pedal. As die
gate opens, more el allowed to pass
through to the engine. Slide-style
carburetors use a slide that moves up
and down with du dirotde pedal.
Finally, the ca buretor can be used
to manage change . in air density. The
needles and jets < etermine how much
fuel is mixed wid we incoming air at
various levels of di otde in p u t In a two-
stroke engine, too ean a mixture could
have a catastroph result, because in a
two-stroke die lul ricating oil is mixed
with the fuelthe leaner you run, the
less oil will be in die motor to lessen
friction. Being to lean will make die
piston run hotter which means more
expansion and tighter piston-to-
cylinder clearam Also, too lean a
mixture will starvt the cylinder wall and
the lower connect lg rod bearing of die
oil dial is in die fuel mixture. When
adjusting your < irburctor, its very
important to adjut in small steps and to
have die help of 9 nneone who lias the
experience to r cognize when the
mixture is too leaf
You will find tliat all die different
types of jets ovcrli >. For example, when
die airscrew stop! having an effect, die
pilot jet starts coi trolling the mixture.
As in any circuit in die carburetor, as
one starts to taper ifE the next circuit or
jet will start to co into effect. Always
start rich and w< rk your way toward
lean. Keep change small and deliberate,
and keep an eye o the air density.
Adjusting carburetor with
needles is similat in that you want to
start rich and slow y lean down. Also, as
is die case with jet-style carburetor,
the high- and low-speed needles
overlap and work togedier. Check widi
your engine manufacturer
n a il for exact
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In all forms of racing the action is
close and very fast paced. Here the
Comer cadet class gets started for
action. Sean Buur
Being quick comes
from />rad ice through
trial and error.
DRIVING
TECHNIQUES
WHAT YOU WILL LEARN
Driving-Line Components
Race Day Setup
Adjustments
Racing Principles
Weather
his chapter will help you diink
T about anc! understand the driving
line, race day setup, racing principles,
and wet-weather driving. You cant dial
in your kart if youre not running the
proper racing line. Having a complete
understanding of driving-line dicory is
an area most drivers overlook. Being
quick comes from practice through trial
and error.
Karts have repeatedly proven to be
the most versatile and effective tool for
racers looking to improve their driving
skills. In fact, most top race car drivers
from around the world attribute dicir
success in cars to the lessons learned
while driving karts. Karts are such effec
tive teaching tools due to their high
levels of grip. The grip level of a kart
compares to an F I or Champ Car,
which arc considered to l>e die most
4 122
I
physical race cars in die world. But a
kart is much rnon forgiving if you get
into trouble. Karl > are high-perform-
ance racing machii les diat you can litcr-
ally put into the hiiack of your truck and
take to the track w i bout a 30-person pit
crew. In a kart, si OOthncss and good
technique are re:w rd'led widi a fast lap
time, while mistal c: arc punished by
seconds lost.
Driving fast on a racetrack is a
talent many peop diink youre bom
withyou cither ivc it or you dont,
Though people a bom widi certain
qualities like fast reaction times, quick
decision making a t d good eyesight- all
of which can he!| drivers go faster-
understanding the basic driving tech-
niques, like those i this chapter, is the
real key to being I ist.. Learning proper
driving tcchniqui isn't ju st for die
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beginning or novice driver, its the first
step to being the most educated, fastest
driver you can be.
BODY POSITIONING
In any type of kart, the drivers move
ment and input have a major impact on
handling. As do body posture and line
of vision.
Hand positioning is very personal
to each driver, but there is some sound
logic to where you place your hands.
We recommend diat you place your
hands in the ten oclock and two
oclock positions. This provides the
best leverage and control. With the
amount of grip diat current karts can
generate, having good leverage is vital.
It reduces driver fatigue, and even
more im portant, allows him to be
aggressive with the wheel if the You must be comfortable in the seat
handling is not ideal or if the track has with hantfs placet] at two anti ten
a lot of grip. Make sure that the o'clock. Your knees will be slightly
steering wheel position is not too close bent and your feet close to the
or too far in front of you. For sprint pedals. Sean Buur
kart racing, have a slight bend in your
elbows with my hands on the steering
wheel at the ten and two oclock posi
tions. Its amazing diat many drivers
have never moved their steering wheel
to find the right position.
Your hand position is vital to
receiving input from die steering wheel,
providing much needed feedback from
the kart. Its vers- important to be
relaxed in a kartdont put a death grip Place your hands in
on die steering wheel. This uses up
energy and reduces your reaction times. lhe ten o'clock and two
Loosen your fingers as you drive down
die straights. Not only does diis help oclock positions.
< 123
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CHAPTER 7
It is important in any type of kart to
have your shoulders parallel to the
ground. Try to avoid leaning to the
inside of a corner. Sean Burn
The apex is {he tightest
point in any given tarn.
relieve arm pump lor the occasional
driver, but it also reminds more experi
enced drivers to drive loose, which will
help them feel die racetrack better.
Driving posture is an important
part of learning to be .smooth, fast,
and consistent.
Your back should lie straight nidi die
seat, your shoulders parallel with die
ground. A typical beginners mistake is to
lean into or out of comers, leaning into or
out of comers affects die weight transfer
and handling of your kart and makes it
harrier to lie consistent Keep an upright
and strong posture in die seat let your
arms work die steering wheel and your feet
work die pedals. If you liavc to move your
body to turn the wheel or push the jiedals.
you need to make the pro|icr adjustments.
124
DRIVING-LINE iOMPONENTS
Use the entire t:n ck." is a phrase often
heard in racing ciiriles. On a track, dicrc
are elements dial make up a c o rn e r-
including die point. the apex, the
exit point, hrakib;ig and accelerating,
which will allow you to do just that:
use the entire tirafk . The basic theory
is the same for spict-tfway anti for indoor
racing, with a few small twists,
The first poit t is called the turn in.
T his is where e turn is initiated,
where you begin to change direction
and steer intoi the ci:orncr. It's critical to
get this point rijigb t because it stes die
tone for the rest o the comer,
The apex is he lightest (mint, or
clipping point, in any given turn. This is
where you arc tli closest to the inner
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curbing. An apex is not always a point,
but can be a stretch of track where you
arc the tightest to the inside of the turn.
T he exit point is where you have
released, or straightened out, die steering
wheel completely. Its generally found
just at the outside edge of die track. Tliis
is important because how you come out
o f a turn determines how fast you will be
going down die straightaway or how well
you will he set up for the next turn.
As a driver, your first job is to slow
down or brake for the turn. You will
experience two tyjics of braking situa-
dons beading into a comer: direshold
braking and trail braking. If you are
braking in a straight line, you arc
attempting to maximize die entire avail
T-
DRIVING TECHNIQUES
able grip for slowing down. Usually the The more you turn into
maximum grip is achieved ju st before
the Ures lock up. T his is described as the comer, the more brakes
threshold braking, or braking at 100
percent of die karts limit. As you turn you need to release to
into die comer, you need to transfer
some of dial grip for cornering or face have grip fo r cornering.
going straight off the track with your
tires locked up. T his is where trail
braking conies into play. Trail braking is
the process of letting off the brakes as
you enter into die comer so that you can
use some of your available grip for
cornering. T he more you turn into die
comer, die more brakes you need to
release to have grip for cornering.
As you complete the comer, you
need to liave some grip available for accel-
These are the various parts of a
racing line. Finding that line on each
corner of the track is key to
improving your lap times.
Craig Ketchen
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CHAPTER 7

Acceleration
Rolling On 100%
Throttle

Trail
Braking
(ease off
brakes)

Threshold
Braking
100%

This shows how much braking and
accelerating is done during each part
of the racing line. A good sign of how
well your kart is handling is how
quickly you can apply full throttle.
Craig Ketchen
(.ration. As you unwind the wheel you
increase your radius, which in turn lets
more grip to be applied to accelerating.
Just like easing ofT the brakes coming in
to a comer, you need to squeeze on the
throtde as you go out of the corner and
onto die straightaway. De|>cnding on die
two-cycle motor you have, you may find
diat after picking up die throtde you
almost immediately go to hill throtde.
However, die mistake drivers make is
diinking that you instandy go to hill
throtde. This is not the case. Momentum
is key and you will usually begin to pick
up die dirotdc somewhere before die
apex to help setde die kart and keep up
its cornering speed. Once again you will
be flat on the gas and accelerating.
This may sec a a little confusing at
first. Imagine that you only ever have
100 percent of grip at any one time. Its
all about a balance. Try to use that 100
percent of grip consistently throughout
die comer, whether it is under braking,
turning, or accelerating, or a combina
tion of all the alx
THE RACING LINE
Sprint and Road Race
We know that sprint and road-race
racetracks arc ntade up of a mix of
corners and straightaways. Usually the
most time spent >n a racetrack is on a
straightaway at full throttle. Because of
diis, the goal is to be on lull throttle the
longest amount t f time. O ur objective

< 126 Copyrighted material

 DRIVING TECHNIQUES

ence on an oval track that may change

the non-traditional line is what rpm
your motor pulls best in. Most oval
karts are non-shifters, usually geared
for how long the straight is for
maximum top speed. While the rpm in
the turn is usually limited to how dght
you line is, if you are driving a low anti
tight apex, you may find that your rpm
drops below where the m otor
produces adequate torque. T he
tradeoff by driving the traditional tight
apex and having die biggest radius still
may not produce as much gain as
moving your kart a little higher up the
track and having die motor pull harder
off the corner. T he only way to know
where to run on the track is to compare
rpm, acceleration, and lap times of
different lines you run in practice.

REFERENCE POINTS
Hit your marks. You hear this all the
time in racing. Its important because
hitting die defined marks means you arc
driving die kart exactly where you diink it
needs to go. A technique dial helps with
diis is to get used to looking for land
marks such as a pylon, a line on the track,
a hay bale, a grease spot, or anything else
dial is clearly visible and can be used as a
reference point. Its important dial you
get into die habit of looking around,
opening your field of vision. (I actually
look around both on and off die racetrack indicators of how you are This is the proper speedway or oval
as much as possible when I drive.) Keep progressingespecially for new racing line shaped like a diamond.
your eyes moving constandy, looking drivers. As you begin to become more This racing line helps reduce the
down die track, always in die direction proficient in your kart, youll find diat amount of tire scrub that occurs
where you want to go. your reference points may change. when the wheel is turning.
T he reference points will come This is especially true for braking. Craig Ketchen
naturally. Looking around will help Some professional drivers view
you he more consistent with your each section of a track as a page in a
braking points, turn-in points, book. As you reach the exit point, you
apcx/rclcasc points, and acceleration turn die page in your head and dig into
points, lap after lap. O f course, its die next section. This helps you to
always best to use reference points that remain focused and turn the page on
cant be moved, like a fcnccpost or sign a bad section, making sure it doesnt
marker. Reference points can act as affect die next sccUon.

4 129 Copyrighted material

T
When you arrive at the track, set up
your pit area right away. This is a pit
setup using the back of a pickup
truck the tailgate makes for a great
bench. Jett Deskins
Work out a schedule fo r the
day so you know how much
tim e you have a n d w hat you
can do to fret ready.
RACE-DAY SETUP:
FAST OFF THE TRAILER
T h e most important part o f racing is
propping your kart before you go to the
track. 'Hit* right preparation will not only
help you win races, lmt will make racing
much more enjoyable. Make sure youve
checked even.' nut and holt for tightness
and make sure even- drill l>olt is properly
cotter pinned o r safety w ired. As
discussed, tills exercise is great for uncov
ering any |X)tcntial problems. Before you
load up your gear, make sure your kart is
race ready. I am a big believer in getting
any work done on the kart before going to
tile track. T hat way, if there are any prob
lems along the way. you wont have die
added stress of still having to finish prop
ping your kart at die track.
130
Try to give ourself time to relax
and prepare for the race. Work out a
schedule for the lay so you know how
much time you f t and what you can
do to get ready, f possible, try not to
work with your race suit on. Putting
your suit on ant getting ready to race
should l>c a comslant iroutine diat helps
you gel focused id ready to win.
W hen you ct to the track, get
yourself set up a:i d isign in immediately,
la k e a couple ol minutes to scope out
the area to find a ;ood pit spot. (I always
want to be ccnl to the washrooms
and the starting grid during the race
day you will s\pel d a lot o f time running
between bod I o f t l lesc places.) Unload
your kart onto tl kart statu I and set up
your pit area. A p ip-up sunshade tent is
C opyrighted material

a great idea. Think about picking up a
12x12-foot (3.7x3.7-meter) piece of
outdoor carpet at your local home-
improvement store; it helps to keep the
dirt and dust down in your pit area.
Some tracks that pit on asphalt require
a covering of some kind to keep spilled
fuel or oil off the surface. Set up your
tools on die tailgate of your truck or on
a worktable. For karting, you dont need
a lot of tools, so have diem ready to go,
laid out as you need them.
Organize all of your parts boxes so
you can find diem quickly and easily,
and dont stack them 10 high so you
spend your day suiting and searching
for parts. Label the outside of each box
DRIVING TECHNIQUES
clearly or try to get different colored A typical pit setup using a large race
lids. Pul all of your cleaners in one box. trailer. When you need a little more
all your spare parts in anodicr, etc. Try pit space, folding tables can provide
to find a pit layout that works for you the space you need. Sean Buur
and sdek to it. You need to be able to
(inti things quickly. Have all your charts
ready on a clipboard so you can make
notes. Fill in your primary chart indi
cating date, track, weather, event, class,
and other detailssee page 154 in the
appendix for a race-day information
sheet. Go to a general-purpose store
and purchase a cigarette-lighter |Kiwer Have nil your charts ready
adapter to run your computer. That
way, if you get to a track and find dicy on a clipboard so you can
dont have a power outlet, you can run
your computer off your car battery. make notes.
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< 131
Check wheel nuts and air pressure
before each track session. It is a
good idea to place the necessary
tools on your seat as a reminder.
SeanBuur
Check nil your fluid levels,
including brakeJluicl and
crankcase oilthis is also a
good time to lube the chain.
Next, do a quick visual check of all fuel
lines, fuel filters, and cables. Make sure fuel
lines are not dialling on anything. Check
that you're getting full throttle. Remove
the air filter and push on the throtde
pedal. On butterfly-style carburetors the
butterfly can actually go past vertical
and start to close the venturi. Check that
your throttle stops are set correctly to
keep from stretching or breaking the
cable. Make sure that die throlde cable
slides inside the housing freely.
T h e next step is to write down your
baseline chassis setup to make sure you
can track your changes throughout the
event. T his will include settings like the
front track width, rear track width, ride
height, and tire pressures.
132
Set the ure p essures to your hot
settings, then tnea ure and write down
die circumference j f each tire. To keep
the com er weighu the same, its usually
best to have as >closc to equal lire
circumferences aa possible. I lowcvcr. if
they are off, have l te biggest rear lire on
the side toward the outside of the track,
and mount the linger front ure on the
side closest to the inside of the track.
With die stagger set this way. the kart
will turn better ami scrub less speed for
the majority of tin corners on the track.
Make sure d e front and rear huh
bolts arc right. and check die wheel nuts
on all four wheel . Check all your fluid
levels, including brake fluid and
crankcase oil dip is also a good time to
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lube the chain. As we mentioned earlier,
be deliberate and lube the chain from
die inside out. When tubing die chain,
more is not necessarily better. T he idea
is to apply only one coat of lube on the
lengdi of die chain. Applying any more
dian diis will only create excess mess
and attract more dust.
The next step is to warm up die
engine. Add fuel and prime the fuel
system, as previously discussed. Corrccdy
priming die engine is die key to starting
your kart on die first try, ever)- tune. Its
easier to take die time to prime your fuel
system corrccdy dian to waste a lot of time
and effort turning die kart engine over in
die pits to fire off You run die risk of
killing the battery on your starter or
breaking die recoil on die engine.
DRIVING TECHNIQUES
B e Prepared to Have Fun (And Win) When warming up a water-cooled
The last thing to do is locate a spot on engine, place your hand on the side
die track to place your beacon (if you of the cylinder to feel the temperature
have one). The ideal spot is one that increase. If the temperature goes up
was used for practice sessions, diat way really quickly, you may have a
data will overlay on top of itself widi no problem with the cooling system.
differences. Its also very helpful to Jeff Deskins
place the beacon in an area just before
the pit in-road. This will keep you from
doing an extra cool-down lap and save
you time to use for making changes to
your kart. Many times on a race
weekend, the operator of the track will
take the responsibility of placing a
beacon. If its more dian a one-day
event, dont count on the same beacon
being out the entire weekend. For litis
reason, its important that you know
where the beacon is located in case you
< 133 Copyrighted material
CHAPTER 7

causing a lot of tral at the scales. Its

MEMOS SNACK TIP easier to remove grease or grime
while the kart is still rm, so once back
at your pits, get out and do a hide
A lot of driv e rs o ve rlook the a d v a n ta g e s race, a n d it o n ly t a k e s a m inute to m ake.
to b e in g w ell n o u rish e d at the racetrack. Not to m ention, P B & R s a n d w ic h e s sta n d cleaning. Downloai ic data from your
Part of the problem c o m e s from the fact u p to the h a r sh e n v iro n m e n t of the tra ck data acquisition syt to your laptop
th a t p re p a rin g fo r the t ra c k u s u a lly better th a n any o the r g o o d -fo r-y o u
computer. Make any :s as to how die
re q u ire s th in g s like w o rk in g o n the kart, s n a c k I kn ow .
m ixing fuel, a n d loa d ing the kart, w hic h T h e other a re a that m o s t driv e rs
kart handled on yoi set-up charts.
all take a fair a m o u n t of time. P a c kin g o v e rlo o k is d rin k in g e n o u g h liquids. O n a Keeping your level up is
s n a c k s is u su a lly the last thing o n e v e ry hot d a y a d rive r will lo s e a fe w p o u n d s of easily overlooked al racetrack. You
b o d y 's m in d w h e n h e a d in g out to drive. w a te r in the w a y o f s w e a t If y o u d o n 't
must take care of yi Ifas well as your
T h e other option is b u y in g food a t the re p le n ish t h o se liq u id s y o u w ill b e c o m e
s n a c k sta n d at the track. Unfortunately, d e h y d ra t e d and fa tig u e d . So, even
kart. Dont forget to it some fuel in your
u su a lly available are th in g s like hot do g s, before y o u take y o u r first laps, d rin k up! bod)'. Make sure yoi in lots of fluids
potato ch ip s, a n d c a n d y n o n e o f w hic h I h a v e tried n u m e ro u s p ro d u c ts o v e r m y during die day. should include
a re gre a t for g o o d s u sta in e d energy. d riving ye a rs. S o m a n y o f the m a re
diings like water am :juices, not soda
My first favorite s n a c k is P B & R either too sw e e t, o r h a v e too m u c h salt
s a n d w ic h e s . It's a co u p le o f s lic e s of in them . M y No. 1 favorite p roduct to u s e or heavy drinks, to bring various
w h e a t b re a d w ith pe a n u t butter a nd is C ytom a x sp o rt d rin k b y C ytospo rt types of fruit that yoi can snack on all day
ra isin s. I a ls o u s e the natural type of p roducts. It h a s the right a m o u n t of longavoid the t-food stand. Take
pe a n u t butter, w h ic h c o n ta in s n o sugar. water, so d iu m , a n d ele ctrolyte s to let m e
T h e re su lt is a s n a c k that h a s ca rb s, perform at m y best. I u s e C yto m a x
some time bel sessions to have a
protein, a n d fruit all w ra p p e d u p in one. before, during, a n d after ra c e d a ys, a n d snack and to keep Irated. A good time
It's a s n a c k for gre a t in stan t energy, it e ve n d u rin g the h o u rs I s p e n d in the g y m to do this is when engine is cooling
k e e p s y o u g o in g s tro n g for the w h o le e a c h d a y w h e n not racing.
down before taking plug reading.
As die engine Is, its a good time
have to replace it widi your own. Make to have a look nd die kart and
a note of the location of the heacon on check for problei areas like chaffing
your set-up sheet. hoses or looi nuts and bolts. If
Now its time to suit up and head your kart was properly, rarely
out onto the track. Make sure all of your should somediing len or fall off. Pay
driving equipment is in good condition. close attention le spindle bearing
Clean off your visor with a mild cleaner, and brake/axle Ition on a regular
using a clean paper towel to avoid basis. Grab die >nt wheels and lift
scratches. Run your first set of practice dicin up and di check if die front
laps. The first time out for die day, its spindles have any in them. Look at
important to take the time to gradually the rear rotor ai make sure its sail
warm up your engine and transmission. centered, indical that die axle hasnt
The first time out will also set the moved. Its easy lose a lot of time if
pattern for your procedures for the rest the rotor is drai on the brake pads,
of die day. Get into the habit of doing Once the lias cooled, do a
certain things; at die end of your run, plug check to f an idea of how die
The first time out for make sure you get used to coming off die carburetor jetting set. Remember: after
track fast in order to get a good spark removing die plug put a piece of
the day, its important to plug reading and tire pressure check. clean cloth in die hole; this will keep
Immediately, even before you take atw dirt from ito die combustion
take the time to gradually off your helmet, check your tire pres chamber. Pin hole will also keep
sures and write them downdont cold air from in and cooling die
ivarm up your engitie stand around talking widi die odier cylinder too qt r. For longer engine
drivers. Lift your kart back onto the life, it is better it the piston and die
and transmission. stand and head to your pit to keep from cylinder cool di gradually.

134

After removing the plug, use the
burn chart to decide whether or not to
make a je t change. Even though jetting
is not a critical factor with four-cycle
engines, you should still get in the
habit of checking the plug burn. By
looking at it often enough and
comparing it with how die engine is
running, you will eventually start to
see what a good-burning plug looks
like. Also, youll be able to see any
possible wear or damage to the plug.
Use a little anti-seize compound on
the threads of your plug when you put
it back in, to ensure that it will come
out easily next time.
Finally, check for cracks in high-
stress areas like your seat and engine
mounts. Check die engine-mount bolts,
chain tension, and wheel nuts. After
lubing die chain, you should be ready to
go out for your next session.
RACING PRINCIPLES
At this point weve done everything we
can to prepare for race day. The kart is
ready, die engine is tweaked, the gear is
all set, and youre ready to go racing.
Now its dine to put your helmet on and
climb inside your kart to prepare for
what you can expect while out on the
track. Obviously you cant be prepared
for every situation you will encounter,
but there are a number of diings to
think about.
Practice
Proper praedee procedure is critical to
having a successful weekend. Your kart
should always be ready to go as soon as
you get to the track. A guaranteed way
to lose valuable pracdcc time is to still
be working on your kart while odiers
arc out on the track fine-tuning theirs.
T he only diings that you should have to
do when you arrive at the track arc the
necessities such as checking wheel nuts,
air and fuel in the kart, plugging in your
DRIVING TECHNIQUES
computer, and warming up the Pay close alien/ion to llie
enginetliats it. Also, get your kart on
the track scales as soon as possible to spindle bearing and
make sure its at weight before starting
to make any changes to die setup. brake/axle condition on a
If its a new' track, walk the track
and look for subdetics such as regular basis.
banking or surface changes that are
hard to notice with just driving. Also,
write out a game plan for things you
want to try' during die pracdcc day.
This helps you keep focused, while
making sure dial you have all the parts
and tools to carry out your plan. Some
people like to sit out sessions to allow
the track to gain grip before they start
putting wear on their equipment. This
works if its your home track and you
have the experience to really know
how the track will change. However,
on most tracks, its valuable to get a Check for cracks in high-
sense of the early conditions so that
you have a better idea ofliow the track stress areas like your seat
might continue to change throughout
the weekend. and engine mounts.
Once you hit die track, the
number-one mistake most new drivers
make is diat they just drive around and
dont really pay attention. On a new
track, it is important to learn the track in
the shortest time possible.
Remembering land markers will help
you with things like braking points,
turn-in points, etc. This will help to get
you up to speed quickly. After a few laps
of learning die track, start to think about
how die kart is handling; keep it simple
at first. Is the kart understeering, over-
steering, or is the tracdon poor?
Walk the track and look
Qualifying
One of the most important things to fo r subtleties such as
find out before a race is the qualifying
procedure. Is it a two-lapper, five- banking or surface changes
lappcr, or possibly a qualifying session
w'here you can take as many runs as you that are hard to notice with
like during the allotted time? Finding
out die procedure is important so you just driving.
i 135 Copyrighted material
CHAPTER 7
Changes like more caster, can tune your kart and better prepare
yourself for a good run.
positive camber, or moving Many clubs/tracks use a the edge to try to gel lat one fast lap.
green/white/checkered procedure for
your weight up ivill all qualifying. This is the two-lap run, and
your best time is taken for die grid. On a
possibly allow the kart to short session like diis, you may never
really be able to get your dres up to an
transfer more weight and ideal temperature, like you would during
pracdce. For diis session, you might want
load the tires harder in to make changes to your kart, helping it
come in faster. Clianges like more caster,
order to come in faster. positive camber, or moving your weight
up will all possibly allow die kart to
transfer more weight and load die tires
harder in order to come in faster. You
might also consider bumping up your tire
pressures a couple of pounds for the short
run. You can find out exaedy how much
by simulating a two-lap run during prac
tice to sec how die pressures come in.
Once on the track, it's important
dial you get up to speed as quickly as
possible, widiout being overly sideways
on die warm-up lap. Drive die warm-up
lap as fast as you can. Widi the hard
compound tires dial most classes run,
die tires will almost certainly have more
grip on die second lap. On a two-lap
run, you dont have the luxury of trying
again. For that reason, its critical that
you work on diis short qualifying in
practice so you learn to get the most out
of your kart in a short period of time
without making a big mistake.
Also common is the five-lap run
widi multiple karts on the track with
you. The starter usually tries to separate
the drivers going out so dial they get
laps widiout traffic. Once die starter lets
you out, look around the track to sec
where die odier drivers are. Take that
warm-up lap to try to position yourself
by eidier slowing down or speeding up
to get a gap. On a five-lap run, your tires
will have a chance to get up to good
operating temperatures, but you still
may start diem at a litde higher psi than
4 136
for a race. On a five-l run, try to get a
solid lap in, then di a litde beyond
'File last type ol ualifying session
is usually a group ;sion that lasts
between 15 and 30 inutes. Generally,
they limit the groi ip to around 15
drivers and you arc lowed to come in
and out of die pits often as you want,
The key to diis tyji f session is to try
to time your lap en you have no
traffic and when die ick is at its fastest.
Its also important you do as few
laps as possible on| lur tires because
you usually have t< race on the same
tires; try to limit til laps to under 10
total. T he softer die| compound, die
fewer laps you wanl do.
Starting
Starting from the front also has its own
pressures and proh ems for die driver.
After qualifying uj front, the race is
basically yours to ose. You have the
best position for winning, but that
certainly doesnt g larantce a win. Its
great to be happy bout qualifying up
front, but just like ii any position, dont
dwell on qualifying times or position.
Radicr, start drinking about how you
are going to win tha race. This is where
all diose practice imtcs start to pay offi
How was your kartion long runs? What
are some of the clmnges that you may
want to make to .'iced up your kart?
What are you going to do for gearing?
Remember, being I It the front means
diat you wont m getting much of a
draft from other In this case,
make sure to hav good pull off du
comers and max ll your rpm down
the straights.
Its important it y o u d r i n k a b o u t
when and w'hcrc | i u w a n t y o u r k a r t
handling at its If y o u r e i n f r o n t ,
you definitely in t to h av e g re a t
handling on the < r t h a t l e a d s t o die
straight with the l o s t p a s s i n g . If y o u
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arc strong there, other drivers wont
ever get the chance to he close enough
to pass you. Every driver at one time has
had a fast kart in the beginning, only to
see the handling decrease as they slowly
get shuffled to the back. Generally
speaking, you want your kart to be at its
best during the last half of the race.
People say you cant win the race
on the first comer. Although diis is true,
die race isnt won until die checkered
flag falls; you can surely pass or be
passed by a lot of drivers. People
mistake this advice for meaning that you
should just sit back and not be aggres
siveI totally disagree. T he start of die
race is when you see die most excite
ment, and you must be the most aggres
sive. The bottom line is diat you cant
allow yourself to be pushed around;
you have to be on die defensive and
offensive at all times.
Tile first key to a good start is
watching die flagman and studying his
actions on previous race starts. Docs he
flinch just before he waves the green?
Does he dirow diem early or late? (When
I raced K T100 locally, we had one flagger
who always moved his kneejust before he
threw die fag. When he did this, I always
knew to stand on die gas and go.)
Pa ssing
No matter where you start, after you take
die green flag you will no doubt be trying
to pass or be defending from being
passed. Tlic key to bodi situations is to be
relaxed and not lose your concentration.
The easiest place to pass is down die
straightaway and under braking. The key
to doing diis successfully is to set it up
from the comer before.
If you remember from die basic
line theory, increased R=increased
MPH, we want to maximize the speed
through the last turn before die pass.
The mistake dial most drivers make is
that they get too anxious coming off the
DRIVING TECHNIQUES
C o rre c t
Pass is
completed
here.
Defending kart.
Passing kart.
turn by pulling out early and scrubbing This is the proper racing line for
dieir speed. The key is to leave a little passing. Position your kart alongside
gap so you can still take the ideal line the kart you are passing to ensure
through the comer. Hopefully, as you they cannot move to block your pass.
exit the corner slighdv faster, you will Craig Ketchen
be able to close the gap and eventually
pick up the odier drivers draft to help
slingshot you past. Anodier mistake
drivers make when they pass is they
dicn overcharge die next turn and lose
die position. The idea when making a
pass is that you just need to control the
other drivers line to guarantee that you
will complete the pass.
All you want to do is get alongside
die driver. As long as you are on the
inside, the other driver will have no The start of the race
choice but to wait for you to turn into
the corner. Once you turn into the is when you see the most
comer, you will intercept the ideal line
and control the odier drivers accelera excitement, and you must
tion on die exit.
If you are the one being passed, he the most aggressive.
< 137 Copyrighted material
CHAPTER 7
Memo Gidley makes the inside pass
on co-author Jeff Grist at Moran
Raceway in Beaumont. California.
Sean Buur
don't give up the position easily. If'
possible, you may find that if you make
die oilier driver really work for die posi
tion. dicy might make a mistake that will
help you keep the position. And even if
diey do pull offa clean ]>ass. immediately
try to set them up for your own pass. This
is es|>ccially ini|>ortant if you know that
they are faster and will lie able to pull away
if von dont counterattack right away.
Also. I k - aware of other drivers lichind
both of you. If you fight for the position
too hard youll both go slower. Doing this
too much may allow another group of
drivers to catch up. Sometimes it's liest to
work with die driver in front to try to
break away from die rest of the field. This
is done by not attempting to |>ass die
driver in front, which should give him die
138
i
idea dial you want oti do some drafting.
Drafting a driver in front docs not
mean putting pre^ure on them in the
turns. If you press ire the driver in front
of you in die cottiers, they will more
than likely start to make mistakes,
slowing both of you down. The best
way is to leave them space on the
corners. The area that you really make
up the lime in drafting together is down
the straight. In a |K:rfect world, the liest
way to draft is to literally push the driver
in front of you down the straightway.
I iowever, most i .icks forbid actually
making contact with the driver in front.
So you want to get as close to the driver
in front as possible. This way. die driver
in front is using lis motor to punch a
hole in the air. and you are using your
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kart to close the hole. You both have
less drag than if you were doing it all by
yourself and you will go faster. If you
are the driver in back, you may find that
you must back off die gas to keep from
making contact with the driver in front.
When you feel like you have a comfort
able gap on die drivers behind you,
then you can start to try to make the
pass for posidon.
Defense
Defending from a pass is also a critical
part of a successful race. Even if you
started at die front, you may find anodicr
driver who lias a better setup for die
beginning of die race. Getting passed
early on will make it dial much harder to
get back to die front at die end of the
race. The most obvious form of defense
is blatant blocking [glossary]weaving
down the straight to block die other
drivers momentum, making him lay of!'
die gas. This, however, is not recom
mended, as it upsets the driver behind,
forcing him to make a drastic pass, which
has a good chance of taking you bodi out
of the race. The other way to keep from
getting passed is to take an extremely
tight line going into die comers. The
problem with this is dial its not a very
good offense. Driving an extremely tight
line will slow your comer speed, which
will allow die driver bcliind to get a nm
on you and attempt to pass.
The best defense is to make it just a
little harder for the driver behind to get
by. You can turn into the comer slighdy
early and drive down the straight a
couple of feet to the inside. Both of
these make it a little harder for the
driver behind to get by while not having
a big effect on your speed. The odier
key is to never over charge the corner to
keep die driver behind. Whatever you
do, its important to slow down your
kart with enough control diat you can
get on the gas early and be fast coming
DRIVING TECHNIQUES
C o rre c t
Apex
Stay off the
outside of
the track.
Hold your
line on exit.
Defending line.
Racing line.
off the comer. Tins makes it harder for This is the proper line to defend your
a driver to get a run on you going into position in a comer. Place your kart
the next straightaway. low going into the corner to keep the
Dealing widi traffic is another area driver behind you, while still being
where being aggressive and committed is able to make the corner.
key. If you are going to make a pass, Craig Ketchen
commit to it. The reason most accidents
occur is because a driver just sticks a
nose in or doesnt really get his kart all
die way in. If you try to pass a lapper and
it looks like you cant make it happen,
pull back and try again on die next
comer. Most slower drivers you will pass
usually have no idea youre coining up
on diem. Its important that you waste as
litdc time as possible getting by in order
to keep odier drivers from catching up.
Finish First
Have you heard of the saying, to
finish first you must first finish? The
ultimate goal is to be fast and finish the Never over charge the comer
race. Just to be one and not the other
is not anyones idea o f satisfying. Most to keep the driver behind.
< 139 Copyrighted material
CHAPTER 7
Stay with your kart
until you art absolutely
sure that you have beat
releasedfrom tech.
Not every race day goes according to
plan. Here Rob Howden, editor of
Super Kart Illustrated Magazine and
renowned race announcer, parks his
kart into the hay bails during the 2005
Rock Island Grand Prix. Sean Buur
o f finishing the race really conies
clown to preparation of your kart and
yourself. Take the time to make sure
your kart is in as good a condition as it
can be. Make sure your body is also
physically able to go the race distance.
When you get tired, your concentra
tion is the first to go. If you can
prepare yourself in those two areas,
then it will ju st come down to getting
yourself and your kart fast. T his is all
about practice and being smart. If you
use your time better and smarter than
your competitors, you have a better
chance at being faster than them. Take
notes. There is no easier way to track
progress and get faster than keeping a
comprehensive notebook.
Postrace Etiquette
If you do well, you may be called into a
tech area. Its important that you under
stand what is and what is not allowed in
die tech areadrivers have been
< 140
disqualified after a id race because a
friend comes up to tin in in the tech area,
Make sure you stay idi your kart until
you are absolutely ire dial you have
been released from tech. Remember,
many club races ar run widi rotating
volunteers who licit widt tech. Make
sure you talk to the person in charge.
Everybody celeprates a win and a
loss in different way . The most impor
tant thing about . race weekend is
learning from your mistakes. Whether
youve won or lost, there are always
things you might have done better.
Make notes and comments on dtese
while dtcy are still fresh in your mind. If
you can come hack the next weekend
better prepared, you will have a better
chance of winning. I
Drive-Home Kart Preparation
Before I load up to go home. I make
mental notes of arc*' dial I can improve
on for die next time out. These may range
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from kart preparation, to ideas learned
from handling, to die simplest of diings
like a pit sjx>L However, it's important
that you go over these improvements
while they arc still fresh in your mind.
Take die time to make all of your final
notes and complete all of die charts. File
diese by track and event so you can go
hack to diem die next dine out.
Be sure to drain and replace die
crankcase oil. As mendoned eariier, let die
oil flow over your fingers and look for any
contaminants. Be sure to replace die oil
immediately and replace die filler cap.
Don't dispose of used oil in an unsafe
manner. Most tracks liavc a used-oil drum.
Before transporting your kart, do a
couple of basic diings. Drain all die fuel
out of die fuel tank and carburetor. Its
much easier on die fuel system to not be
submersed in fuel for die week or so unul
you go out again. Take die dine to wipe
DRIVING TECHNIQUES
The end of race day can be a great
time to talk about the days track
events. Karting offers the opportunity
to create memories that will last a
lifetime. Sean Buur
die grease off your kart while its sdll
fresh. This will also give you a chance to
visually check for any parts diat may liave
broken and need replacing.
WET WEATHER:
THE GREAT EQUALIZER
Rain has been called die great equalizer,
and for good reason. Racing in die rain
reduces the influence of big horsepower
and die latest features of die newest
chassis. What becomes important is how
well you set up your kart and drive it in
extremely slippery condiuons. Racing in
wet weadicr is done in most sprint and
road-race applications. Speedway racing
is never in die wet, especially in dirt oval
karting. Be sure to check with your local
club to see if diey race in die rain and
what die sjiccified die is for those condi-
uons. Most local clubs will call die race a
wet-weather race and all drivers are
< 141 Copyrighted material
CHAPTER 7
Wet conditions make it very
difficult to get the kind o f
inside rear wheel lift that
you need to turn the corner.
The dry weather racing line and the
wet weather racing line are different.
When it's wet, keep away from the
surface of the track that has a lot of
rubber. Craig Ketchen
required to run on wet weather tires.
This is done for liie safety of the drivers
to avoid die problems diat can occur if a
kart doesn't have rain tires
Another big factor widi rain set up
is that the conditions always change. As
people in die Midwest like to say, If
you don't like the weather, just wait 10
minutes. The track may go from being
wet widi die sun out, to quickly drying
in patches in just a few laps. How much
you change your chassis setup or
driving style will depend on how
quickly the weather is changing, for
better or worse. If you want to get an
unfair advantage in the rain, just be
I
prepared. Most raicers don't spend
enough Ume preparim for foul weadier.
There are a number >f unique conipo*
nents and specific c :s that need to
be made to your kart :o race in the rain.
H o w Rain Changes Everything
Because of the low-grip conditions
created by the raid, you will never
generate the amount of side force
normally found in (fry conditions, and
major changes needlto be made to the
chassis setup. What is usually encoun
tered in the rain is extreme undcrstccr.
This is because wet conditions make it
very difficult to get the kind of inside

rear wheel lift that you need to turn the
corner. As we said earlier, not getting
the right amount of rear-wheel lift
causes the front end to push.
The other area that can change in
wet weather is driving technique. When
its dry, you drive your ideal line, based
on the dicory of increased R=incrcascd
MPH. With more or less everybody
driving the same line, eventually the
track builds up grip as the rubber is laid
down. The problem is that the same
rubber that helps with grip in the dry
actually hurts grip in the wet.
T he reason for this is simple, built-
up rubber does not allow the water to
soak into the track. It has the same effect
as laying a larp flat on the ground and
soaking it with waterthe tarp would
be extremely slippery to walk on
because die water has no place to go.
The other reason is diat excess oils like
chain lube, fuel, and transmission oil
collect on die racing line. Everyone
knows the effects o f trying to mix oil
DRIVING TECHNIQUES
and water: its impossible. On the track, Rain tires have deep grooves and
die combination of oil and water makes very distinct patterns. The grooves
for an extremely slippery' racing line. pull water away from the surface to
By now you should liave a good ensure the best grip. This is a rain
understanding of die dry racing-line tire from Bridgestone Racing, and has
dieories previously discussed. Have you the pattern and shape molded into the
ever heard somebody say, In die wet, tread. Sean Buur
stay off the racing line? As mentioned
earlier, the combination of rubber
buildup and oils collected on the track
make for an extremely slippery racing
line. Because of diese slick conditions,
die racing line has to be modified in order
to get die most grip for braking, turning,
and accelerating. How is diis done?
The easiest way to think about this
is in wet conditions, drive die track in a
completely opposite line from wherever
you drive in dry conditions. As extreme
as it may sound, this is really a good
place to start. If you brake on die left The same rubber lliuf helps
side of the track when its dry, brake on
die right when its wet. If you apex on with grip in the dry actually
die inside of die turn in dry conditions,
try to apex on the outside of the mm in hurts grip in the wet.
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CHAPTER 7
When racing in the rain, drivers need
to be very aggressive while turning
the kart to ensure the inside rear
wheel lifts off the ground. Finding
enough grip is alw ays a challenge
when racing in wet conditions.
Todd M c C a ll
wet ones. If you exit on the outside, try
exiting on the inside. In effect, what you
arc doing is crisscrossing the racing line.
How much you avoid the dry
racing line really depends on how slip
pery diat line is in die w e t Ifits not too
slick, you just need to change your line
a little. If its extremely slick, you need
to change your line a lot.
Preparation
You will find diat many o f die compo
nents you use for wet condidons do not
apply in dry condidons. For this reason,
have one box or area where the entire
rain setup is stored. In the case o f a
sudden rain shower, having everything
in one spot will make the changeover to
a rain setup much easier and quicker.
Also, watch die weadier. In die old
days, before weadier radar, the Ferrari FI
team would call all die Italian restaurants
in die area to sec where the weadier was
< 144
and if it was raining or nut. T his trick
helped to keep Ferrari on lop o f dieir
game. Weadier tracking has become liir
more advanced the .r days. It can be as
easy as watching the local newscasts.
Wliat you pick up from doing tliis
will help you force. M your own race-day
weadier. If you havisiccess to die Internet,
you am also get live satellite feeds dial
show precipitation levels in your area. On
race day you could (Iso have a radio tuned
to die local weadie^ channel.
Rain tires, a s you might imagine,
arc very difleren from slicks. Most
noticeably, they are made with grooves
diat are designed o push the water out
and away from tl c tire. For maximum
grip, rains are als< made from a very soft
com pound rubb t. You would think
diat diis soft rid her would wear out
quickly, but in wet conditions, the soft
rubber lasts lougn because the water on
the track cools tl c rain tires. However.
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when rain tires do overheat because of
drying track conditions, diey begin to
chunk and will fall apart quite easily.
There are a number of things you
can do to your kart to have a trouble-free
day in the rain. The first area to take care
of is die air filter. Rain Ures kick up a fine
mist of water and grit from the track
surface. If diis is sucked into die carbu
retor, the engine will misfire. Suck
enough water into die engine and you're
looking at a possible piston seizure or, at
die very least, excessive engine wear.
To protect your engine from die
elements, you need to replace your
high-flow gauze-style air filter with an
air box and rain hood of some kind. To
date, no one manufactures a rain system
for four-cycle karts. Racers have used
everything from pop holts to Big Gulp
cups to keep water out of their engines.
The rain hood needs to he positioned
so the mist w'ont get in. This usually
means facing backward, toward an area
of clean air. Because o f the extra weight
of the air box and/or rain hood, its
important to use a mounting bracket to
secure it. Supporting the air box will
stop it from bouncing excessively and
coming off the carburetor. Its impor
tant diat you conxtandy clean die air
filter and/or air box in between sessions
to keep them from plugging up.
Wet weadier will also pose some
potential problems for your electronics,
since water conducts electricity. I laving
your electronics in an area that gets wet
may allow the water to short out the
electrical system. If diis happens, you
arc hound to get a misfire.
The best solution is to have all your
electronics mounted in a dry place.
Various-sized electronics boxes can be
purchased at an electronics store; they
4 145
DRIVING TECHNIQUES
To fueled your engine from
(he elements, you need to
replace your high-flow
gauze-style air Jitter with an
air box and rain hood of
some hind.
Wet weather racing can mean messy
track conditions. The driver and kart
need to be well prepared to deal with
the poor conditions this type of
racing can experience. Be sure to
clean your gear and your kart right
after the race. Sean Buur
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 DRIVING TECHNIQUES

will get you by for the day. Also, having an As far as the shield itself, many Vents on the top or sides of
extra diange of socks, T-shirt, and under helmet manufacturers make an anti-fog
wear to keep you warm and dry will come visor thats designed with a special the helmet should he taped to
in handy in wet conditions. coating or layer diat prevents fogging.
Hands and feet arc a little harder to These usually do a great job, as long as prevent waterfrom working
keep dry. You can buy slip-on rubber the shield is relatively new. Special care
coverings that do a good job of keeping should be taken when cleaning this its way inside.
your feet dry. However, they arc defi style of visor, as its easy to scratch or
nitely a little cumbersome. The odicr rub off die fog coating. Also, you can
solution is to have an extra pair of buy a number of different anti-fog solu
driving shoes and always start with a tions or coatings that you can apply to
dry pair. You can also purchase a boot your existing shield. These are avail
dryer from a local shoe store. These able from racing performance shops or
units do an excellent job of drying your your local ski shop.
shoes between sessions. Make sure your shield seals around
As far as keeping your hands dr), the helmet to prevent water seepage. While drivers need to be aggressive
nothing does a great job at keeping water This is accomplished widi die foam or turning into the corner, you still
out. You can purchase watercraft or lubber liner diat runs around die outside need to be very smooth around the
wetsuit gloves that, although not water of the eye port. If diis is tom or missing, track. This is especially important
proof, do keep wet hands warm. The it would be a good idea to replace it. You when braking or accelerating in
only drawback to these types of gloves is can usually purchase new liner strips order to avoid the wheels locking up
dial diey are not abrasion resistant, a from your helmet manufacturer. or spinning. Sean Buur
requirement for karting safety.
1 diiuk die best plan of attack is to
have a couple of pairs of gloves with you
at die track and to dry them in between
sessions. If you dont have a heater, start
your car and use the dash heater to dry
your gloves. Kart races arc usually short
enough diat if you start widi a pair of
warm and dr) gloves, your hands will
stay warm until die end of die race.
Helmet preparation is very impor
tant to your visibility on the track. If you
cant see, youre not going to lie able to
drive very well. The first area on a
helmet dial needs to be addressed is die
air vents. Any water dial makes its way
into the helmet through diese vents will
fog your visor. Vents on die top or sides
of the helmet should be taped to prevent
water from working its way inside.

< 147
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 KARTING
Glossary
SPEAK

ACKERMANN STEERING a geometric CASTER die rearward facing angle on a

arrangement oflinkages in the steering of wheel axle used to reate stability in
a kart or other vehicle designed to solve die wheel.
the problem of wheels on the inside and
outside of a turn needing to trace out CENTER OF GRAVIT the point in or near a
circles of different radii. body at which die invitational potential
energy of die body s equal to diat of a
AIR DENSITY die mass per volume of single particle of di same mass located at
Eardis atmosphere; a useful value in dial point and thro igh which the resultant
engine performance tuning. of the gravitational bitrees on die
component partici s of die body acts
BAFFLE a flat plate that controls or directs
die flow of fluid or energy CHASSIS FLEX die lysical bending or
misting of die kart Jiassi
L_iis to permit die
BALANCING to bring into or maintain in a transfer of weight, encrally occurring as
state of equilibrium the vehicle change! dilirccdon or velocity.

BALLAST any heavy material used to add CLUTCH any variou device for engaging
weight to die kart and disengaging I working parts of a
shaft or of a shaft I a driving
BLOCKING to obstruct die movement of an mechanism
opponent
CLUTCH LOCK UP w le n a: clutch is fully
BLUEPRINTING matcliing an engines engaged and transf rring 100 percent of
spccificarions to die original blueprint the power from dnit engine to die drivetrain
designs used to create the engine molds,
removing any manufacturing defects or CONTACT PATCH di part of die tire dial
tolerances from die existing parts touches die track s irfacc
Controlled slip: sic ing a clutch to allow a
BORED to make a hole in or through, with certain amount of ip dial will engage die
or as if widi a drill or specialized machine power slowly

CAMBER die relationsliip of a vehicle's DETONATION die r lull of preignidon

front or rear wheels as it relates to the
bottom and die top DIFFERENTIAL a be el gear dial permits
rotation of two sha ts at different speeds;
CARBURET10N to combine or mix (a gas, used on die rear a: e of automobiles to
for example) with volatile hydrocarbons, allow wheels to ro ite at different speeds
so as to increase available fuel energy. on curves

^ 148
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DIFFUSER a device, such as a cone or baffle
DOUBLE NUTTING using two nuts on the
same end of die same bolt that are locked
togcdicr to ensure the coiii|>onciit being
bolted into place docs not come loose.
DRAFTING to move, ride, or drive dose
behind a fast-moving object so as to take
advantage of the slipstream, especially
in a race
ELECTRODES a solid electric conductor
dirough which an electric current
enters or leaves an electrolytic cell or
other medium
ENDPLAY the movement built into
components of a clutch to allow diem to
spin freely without creating friction.
FINGER TIGHT to tighten by hand and not
with a wrench or mechanical device.
FLASH POINT die lowest temperature at
which die vapor of a combustible will
ignite in air
FLATHEAD die physical shape of a Briggs
& Stratton side-valve engine produced
from die early 1950s to die late 1980s.
FOUR-STROKE an internal combustion
engine with four up-and-down piston
actions to complete the power stroke
FREEWHEEL a power-transmission device
that allows the drive shaft of a motor
vehicle to continue turning when its speed
is greater dian dial of die engine shaft
GRIP die friction between a body and the
surface on which it movesas between an
a kart tire and the road
HONING done to finish die surface of an
engine cylinder so it matches the size of
die piston and ring being installed
HOPPING to move over by hopping.
JETTING adjusting die flow of fuel and air
into an internal combustion engine using
the internal jets
LIFT die distance which somediing is
raised or rises
LOADING UP a two-cycle engine diat
receives too much fuel from die carburetor
METHANOL a colorless, toxic, flammable
liquid used as an antifreeze, a general
solvent, and fuel
NEGATIVE CAMBER a setting o f wheels in
which die) arc further apart at the bottom
dian at the top.
OVERSTEER to turn more sharply dian die
operator would expect
PLAY to move or operate freely within a
bounded space
PLUMB in a vertical or perpendicular line
POSITIVE CAMBER a setting o f wheels in
which die) arc closer together at die
bottom than at die top.
PRE-IGNITION die ignition of fuel in an
internal-combustion engine before die
spark passes dirough die fuel, resulring
from a hot spot in die cy linder or from too
great a compression raUo for die fuel
PUSH when the front end o f the kart docs
not turn properly because o f a lack of
front end grip when cornering
RANGE die maximum extent or distance
limiring operation, acrion, or effectiveness
REV LIMITER an electronic device used on
an internal combustion engine to limit die
maximum allowable crankshaft revolurions
to a preset number.
RICH a fuel mixture with a larger
proportion of fuel dian air
ROLLING RESISTANCE die resistance
experienced as a kart rolls along the track
surface
SCALING to weigh widi scales
149
SCRUBBING die dragging of race tires
against the track surface as die vehicle
clianges direction
SEATING to fix firmly in place
SLICKS a racing tire with a smooth tread.
SLOSH an uneven or unsecured movement
of the driver in a kart seat
STALL SPEED This is set rpm level at
which the clutch hits the engagement
point, diat is die clutch is fully locked
and is transferring 100% of die power
to the drive train.
STOPS a part in a mechanism that stops or
regulates movement
TOE ANGLE die reladonship of a vehicles
front or rear wheels as it relates to die
front edge and the back edge
TORQUE a force that produces rotation or
torsion
TWO-STROKE an internal combustion
engine with two up-and-down piston
acrions to complete die power stroke
UNDERSTEER to turn less sharply dian the
operator would expect
VENTURI a constricted diroat in the air
passage of a carburetor, causing a
reduction in pressure diat results in fuel
vapor being drawn out of die carburetor
bowl
VERTICAL upright in position
WANDERING to proceed in an irregular
course
WEIGHT BALANCE die acrion o f scaling a
kart to ensure it meets minimum required
weight and diat die weight is distributed
in die desired percentages
WEIGHT TRANSFER die movement o f weight
from one side of die chassis to die other as
die vehicle clianges direction or velocity
Copyrighted material
 Basic Nut and Bolt Check List

Date: Kart: Mechanic:.

Safety Wire Cotter Pin Other

Front End
King Pin Bolts YES
Master Cylinder YES
Tie Rod Heim Jam Nuts Left & Right Thread
Tie Rod End Bolts YES
Steering Support Bracket YES
Steering Wheel YES
Front Spindles Safety Clip Castellated Nut
Steering Wheel Hub YES

Engine
Ignition and Coil
Pipe and Silencer Springs
Motor Mount Bolts Thread Lock
Carburetor Mounting Bracket Clamp
Fuel Pump Bushing

Cooling System
Mounting Brackets Bushings
Hose Fittings Hose Clamps

Rear End
Bearing Cassettes (it adjustable) Thread Lock
Bearing Set Screws Thread Lock
Axle Collars Clean Surface
Rear Hubs Clean Surface
Rear Brake Caliper YES
Rear Brake Rotor Bolts YES

Body Work and Bumpers

Front Bumper
Rear Bumper Nylock Nut
Front Faring Top and Bottom Rubber Bushings
Nerf Bar Nylock Nut
Side Pods Nylock Nut
Floor Pan Nylock Nut
Fuel Tank

Seat
Right and Left Side Supports Nylock Nut
Seat Struts Top Bolt Nylock Nut As I jired
Seat Strut Bottom Bolt Nylock Nut
Front Mounting Tabs Nylock Nut

' Example only. Consult your dealer tor a detailed maintenance program.
Reproduced with permission from Secrets of Speed Publications. Inc. copyright 2005

i 150
Copyrighted material

 Quick M aintenan ce Chart'

D ate:_____________ K art:_________________________ Mechanic:

Pre-Race After Each After Each Once a month

Session Event

Front End Clean Check Clean Re-assemble

Brake/Rotor/Caliper Clean Check Fluid Replace Fluid Check Pads

Front Hubs or Spindles Check Bearings Adjust Clean Re-assemble

Alignment Check Adjust

Engine Remove and Clean Check Replace Oil Top End Rebuilc

Ignition and Coil Check Check Inspect Re-assemble

Pipe and Silencer Inspect Check Clean Re-assemble

Carburetor Clean Adjust Clean Inspect

Chain Adjust Lube Inspect Replace

Cooling System Check Clamps Check Level Inspect Replace Fluid

Rear Axle Clean and Inspect Clean Remove Inspect

Bearing and Cassettes Clean Check Clean Inspect

Set Screws/Axle Collars Check Check Check Check

Rear Hubs Clean Check Check Clean

Body Work and Bumpers Clean Inspect Clean Re-assemble

Seat Clean Inspect Clean Re-assemble

Glossary:

Clean - Follow the cleaning instructions to remove all grease grime and grit from the surface.
Check - Quick check to ensure level or tightness on tension is correct
Inspect - Do a visual and physical inspection for damage, cracks and wear.
Adjust - Make regular adjustments as required
Re-assemble - Take the component apart clean and re-assemble.
Replace - Remove old part and replace with a new part

* Example only. Consult your dealer for a detailed maintenance program.

Reproduced with permission from Secrets of Speed Publications, Inc. copyright 2005

< 151

Copyrighted material
f
 Scaling Chart

Date: Kart: Driver:

Location: _ Engine: C lass Weight:
Tire: ___ Wheel: _ Other:______

Left Front Rig

% %

. Ibs/kg . Ibs/kg . Ibs/kg

Caster: Caster:

Toe: Toe:

Run Out: Run Out:

PSI: PSI:

Draw in
placement
of lead.

Run Out: Run Out: .

PSI: P S I:.

. Ibs/kg Ibs/kg
. Ibs/kg

%
Rear

Ibs/kg Ibs/kg

Total Total Tot

Notes:

Reproduced with perm ission from Secrets of S p e e d Publications, Inc. copyright 2005

< 152 >

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