In a candid conversation with former KZ World Champion and now CRG Team Manager Jeremy Iglesias, the key role of the FIA in shaping not only the top-tier category but the entire landscape of karting becomes crystal clear. (fm)
Published: 18 June 2025
Columns: Interview
With a long and decorated career as a driver, a world title in the premier class, and now leading one of the most successful teams in the sport, Iglesias knows what he’s talking about. “If we want this system to work, the FIA has to actually listen to the people in the paddock. Right now, from what I see—and I think everyone sees—it feels like the FIA makes decisions in isolation. There’s little to no consultation with the teams, the manufacturers, or those of us who invest serious resources into this sport. And I’m not just talking about the recent tire issues. It’s also about how circuits are chosen, how the calendars are made, and what kind of directives are being handed down.”
The Tire Situation: Undermining the Show
The tire debate has been the hottest topic of the European Championship, with the upcoming round in Sarno again seeing several top-tier drivers and teams opt out. “This isn’t about blaming one brand over another. Tires are fundamental in all of motorsport—for performance, for development, and for the quality of racing. I don't see why karting, especially at this level, shouldn’t benefit from the highest manufacturing standards. Every major supplier in our sport—current ones included—is capable of producing excellent tires. But right now, that’s not what we’re getting. Again, I’m not pointing fingers at manufacturers. They deliver what the FIA asks for. But maybe it’s the current production criteria and regulations that are limiting the final product’s quality. At Valencia, it was embarrassing. You had professional drivers—some of the best in the world—lapping at amateur-level times. That kills the show. Ask anyone: would you want to watch that kind of race? Compare that to a proper KZ battle, where three drivers are fighting for the lead, diving into the same corner with different braking points and lines thanks to high-performance tires. That’s the kind of spectacle we’re missing. And when that disappears, the appeal of KZ fades too.”
KZ as a True Driver Benchmark
When asked about KZ’s role as a training ground and proving point for future stars, Iglesias is clear: “Over the last 10–12 years, we’ve only seen a few truly great KZ drivers emerge. Marco Ardigò comes to mind. Unfortunately, he didn’t have the budget to move up to cars, where I’m sure he would have excelled. If you wanted to learn how to drive, you’d watch him trackside—he was a masterclass. You don’t win that many titles in such a competitive class by accident. Or take Max Verstappen, another standout who came from KF and immediately made his mark in KZ. That’s how you know someone’s the real deal.”
“The sad part is that today, many drivers skip this challenge entirely. They jump straight into cars without proving themselves in KZ. It’s like F4 is now directly competing with KZ. But here’s the thing: with only single-speed categories, you can’t truly tell who’s exceptional and who’s just average. Drivers like Slater—who jumped into KZ and won a title straight away—stand out. That’s the kind of selection we need. If you shine in KZ from the start, that says something. If you struggle, why would you think you’re ready for cars? I get that there’s pressure to move drivers up quickly, but that’s not how real development works. You need time. You need top-level karting experience to fully develop as a driver. That’s what the FIA should be focused on.”
The Logistics Problem: An Unseen Burden
Lastly, Iglesias points out a growing issue that many overlook: logistics. “We’re being sent to tracks that are incredibly far from team bases—sometimes for multiple events, including prep races. I’m not saying everything should be in Italy, but these long-haul trips are becoming a serious problem: too much travel, too little track time, and major complications with transporting parts, equipment, and mechanics.”
“And think about the KZ Master class—it was created for amateurs or semi-pros, many of whom are nearing 40. These are people with full-time jobs and families. Is it reasonable to ask them to take that much time off and prepare at such a professional level for races halfway across Europe? I don’t think so. There are definitely adjustments we could make—and should make. I really hope the FIA takes our feedback seriously. This sport still has so much potential, especially in attracting more amateur drivers, the weekend warriors who race simply because they love it.”
The Tire Situation: Undermining the Show
The tire debate has been the hottest topic of the European Championship, with the upcoming round in Sarno again seeing several top-tier drivers and teams opt out. “This isn’t about blaming one brand over another. Tires are fundamental in all of motorsport—for performance, for development, and for the quality of racing. I don't see why karting, especially at this level, shouldn’t benefit from the highest manufacturing standards. Every major supplier in our sport—current ones included—is capable of producing excellent tires. But right now, that’s not what we’re getting. Again, I’m not pointing fingers at manufacturers. They deliver what the FIA asks for. But maybe it’s the current production criteria and regulations that are limiting the final product’s quality. At Valencia, it was embarrassing. You had professional drivers—some of the best in the world—lapping at amateur-level times. That kills the show. Ask anyone: would you want to watch that kind of race? Compare that to a proper KZ battle, where three drivers are fighting for the lead, diving into the same corner with different braking points and lines thanks to high-performance tires. That’s the kind of spectacle we’re missing. And when that disappears, the appeal of KZ fades too.”
KZ as a True Driver Benchmark
When asked about KZ’s role as a training ground and proving point for future stars, Iglesias is clear: “Over the last 10–12 years, we’ve only seen a few truly great KZ drivers emerge. Marco Ardigò comes to mind. Unfortunately, he didn’t have the budget to move up to cars, where I’m sure he would have excelled. If you wanted to learn how to drive, you’d watch him trackside—he was a masterclass. You don’t win that many titles in such a competitive class by accident. Or take Max Verstappen, another standout who came from KF and immediately made his mark in KZ. That’s how you know someone’s the real deal.”
“The sad part is that today, many drivers skip this challenge entirely. They jump straight into cars without proving themselves in KZ. It’s like F4 is now directly competing with KZ. But here’s the thing: with only single-speed categories, you can’t truly tell who’s exceptional and who’s just average. Drivers like Slater—who jumped into KZ and won a title straight away—stand out. That’s the kind of selection we need. If you shine in KZ from the start, that says something. If you struggle, why would you think you’re ready for cars? I get that there’s pressure to move drivers up quickly, but that’s not how real development works. You need time. You need top-level karting experience to fully develop as a driver. That’s what the FIA should be focused on.”
The Logistics Problem: An Unseen Burden
Lastly, Iglesias points out a growing issue that many overlook: logistics. “We’re being sent to tracks that are incredibly far from team bases—sometimes for multiple events, including prep races. I’m not saying everything should be in Italy, but these long-haul trips are becoming a serious problem: too much travel, too little track time, and major complications with transporting parts, equipment, and mechanics.”
“And think about the KZ Master class—it was created for amateurs or semi-pros, many of whom are nearing 40. These are people with full-time jobs and families. Is it reasonable to ask them to take that much time off and prepare at such a professional level for races halfway across Europe? I don’t think so. There are definitely adjustments we could make—and should make. I really hope the FIA takes our feedback seriously. This sport still has so much potential, especially in attracting more amateur drivers, the weekend warriors who race simply because they love it.”
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