Even changing the word to Super 125, we automatically think of Baroni, Mazzola and Sassi, just to mention a few. A term, Super A, has been taken up again, the direct drive class that's seen the likes of Forè and other karting champions of the la test generation. Now, to try and make up for the last bad technical decisions that gave rise to the new KF and a devastating end for the100cc, a masked euthanasia, the term is now taken up again. It’s for a new – and that’s saying something – class in 2009: A Super KF.
SUPER BY NAME – MORE THAN BY FACT
Meeting the manufacturers’ requests, this Super KF is an evolution of the KF1, compared to which, more development freedom will be granted, leaving basic parameters as fort all engines (connecting rod included) and rev limiter is set at 16 thousand. But you can work on transfer and exhausts. About time too: does it really take so long to see that manufactures should have more freedom to work on engines, so that private clients can get accurate and more competitive engines? The thing is though, that this operation should have been put into practice before the present engine homologation, that is, three years ago. But, let’s face it; this is how long it’s taken the sports authorities to react… But, don’t think that the
Super KF can become a real selective class for true champions, like it used to be for the Super A: assessment shows that improved lap time obtained is about 2 or 3 tenths of a second; rarely more, at least in the early days. In fact, this shows that the previous KF1, although less competitive weren’t all that far “off the mark” in design, the thing is that when a certain type of engine allows just anyone to keep gas open throughout the lap, also the half tenth makes the difference from an “explosive” engine and an average engine. So, clutches become more important...
Talking of clutches, at the same time, these too have been assessed, and for all the KF classes, from ex-Junior on: it is now compulsory to mount a monotype, monolithic (without any springs), made by anyone as long as it complies to Cik requests, it must “engage” at 3000 revs reaching maximum, 100% of direct drive at 500 revs. This parameter will be controlled through a specific simplified “telemetry” used by race marshals. To tell the truth, this last decision would have been sufficient, without changing everything, seeing that engines hardly ever go below 7000 revs, so now, the difference would have to be really evident for it to be advantageous. But that’s it: often the wrong decision often correspond answers that are just as unsure… In “official” designs the rotation direction seem inverse, this is just to make you see in whose hands we are as regards technical decisions. How about that? Yes, the same people that have imposed the start block with key as a “smart move”, when on racing cars, it’s the first thing that they do away with...
Read the entire article on Vroom International January 2009
Download CIK official press release