It's not uncommon to witness race weekends (check the Franciacorta World Championship results, for example) where KZ2 drivers post lap times equal to—or even better than—those in the premier category. This is a hot topic that sparks debate and raises questions about the real technical and sporting meaning of the distinction between the two classes. To delve deeper, we've gathered opinions from several professional drivers competing at the highest levels of international karting, asking them what the actual differences are between KZ and KZ2 today, and why track performances are increasingly overlapping.

 

According to Emilien Denner, driver for the Formula K SRP Factory Team, the key issue isn't the machinery itself but some regulatory details: "Honestly, the only real difference I see might be related to tires. Either you give KZ drivers freedom to choose between different manufacturers, like Vega or LeCont, or you clearly differentiate the categories—for example, KZ with Prime tires and KZ2 with Option tires. Otherwise, I don't see big differences: the engine is the same, the chassis are the same, everything is identical. Even the 5 kg weight difference barely affects lap times." Denner points out that it's nothing new to see KZ2 faster than KZ: "It happened this year too—Orlov was quicker than KZ drivers on some occasions. It happened to me when I raced in KZ2. It happens, and honestly, I don't know how much it can be countered without tweaking the tires."

A broader perspective comes from Lorenzo Travisanutto of Parolin Motorsport, who identifies the main problem not just on a technical level, but especially in terms of visibility and category value:
"KZ should be valued much more as a standalone professional category. Today, it's often seen just as a stepping stone to single-seaters, while there are true karting professionals. Low visibility means little image return and, consequently, few investments." On the technical side, Travisanutto also sees tires as a potential key: "In KZ we do fewer heats, so we could use more performant tires, even if with shorter duration. That would create a real differentiation. Weight, on the other hand, has minimal impact." The discussion extends to driver selection: "In my opinion, after a certain number of years or results in KZ2, drivers should be forced to move up to KZ—not just the winner. There have been drivers who were clearly KZ level but stayed in KZ2 to rack up results. At the same time, not just anyone should be allowed to enter KZ just because there are fewer entries: it must be a category for professionals."

 

More direct is Davide Forè's approach, Multi-World Champion and Praga Kart driver: "If you want to slow down KZ2, you increase the weight, like they already do in KZ2 Master. Or put harder tires in KZ2 or softer ones in KZ."

Matteo Viganò of Parolin Motorsport echoes the same line but highlights the practical limits of some solutions: "Weight or harder tires are the most logical paths. But different tires would mean different chassis, so more costs for manufacturers. The simplest solution remains weight, which already exists, but we're practically at the limit with 170 kg."

 

In light of the opinions gathered, the real future challenge will be finding a balance that allows KZ to reassert itself as the natural pinnacle of geared karting, without distorting a KZ2 that today delivers a very high technical and driving level.

Whether through greater selectivity, more marked technical differentiation, or a bolder regulatory vision, one thing is certain: the fact that the two categories are so close proves how much karting as an autonomous discipline has raised the bar—especially since most KZ drivers (cadets or Top Class) often stay in KZ.