Differences between IKF and WKA rules for 125cc?

[Erik Frank]

The discussions about great road racing tracks in North America (see thread: [url=http://www.ekartingnews.com/cgi-bin/ubb/ultimatebb.cgi?ubb=get_topic&f=6&t=000007)]http://www.ekartingnews.com/cgi-bin/ubb/ultimatebb.cgi?ubb=get_topic&f=6&t=000007)[/url] got me thinking about making a long tow to a track and running with another kart club somewhere.

It would appear that the northern and eastern tracks and organizations are all under the WKA sanctioning rules. Here in Texas we race under IKF rules. Thus, if I went to Road America, VIR, etc. I'd be racing under WKA.

Question:
How much difference is there in the rules packages for 125cc shifters between IKF and WKA?

In IKF/SWRA I race a 125cc shifter with CIK style bodywork. We can use either 5" or 6" wheels. It's a typical SKUSA setup as well.

There are two main (popular) road racing classes: Formula Moto International and Formula Moto 125. Both classes are 385 lbs minimum. The primary difference between the two is that in International, the TM 125 motor is allowed. Last year, we could also use programmable ignitions in International. This year, we are back to OEM boxes in both classes. One class runs on Saturday, and the other on Sunday. Each day, we run two twenty minute long races. Overall finish is based on the combined results of each of the two races. We also race under a tire rule. Compound and size are open, but you must run the same tires for both races, per day.

Looking at websites and race reports from WKA events, it looks like the 125cc guys get to use full bodywork, or at least a full nose. That would be a significant aerodynamic advantage over the CIK setup.

Question:
Given the current configuration of my kart, what class could I run in WKA, and what changes would I need to make to the kart? If I am competitive under the IKF rules, would I be competitive under the WKA rules?

I suppose I could spring for the WKA rulebook and research this myself, but its so much more interesting in the forum.

thanks,
erik

[ July 26, 2001: Message edited by: Erik Frank ]

[ July 26, 2001: Message edited by: Erik Frank ]

[Greg Maxwell]

Hey Erik, I have run SWRA and The Big South Series regional events. In the Big South (BSRRS) the ignition is open, and you can run a (enduro) nose but we have all agreed to run the CIK set-up (in our region). The other huge difference is IKF has a "heavy" 125 class at 420lb. and WKA does not.(but they have thirty classes for Briggs and thirty more for KT100. )So if your weight is over 170lb. you have a problem running anything WKA. As for the WKA National Enduro Series which I ran last year, the competing karts are mainly built to run in that series (full body work, laid-back seating, hidden radiators, only 50ins. wide in the rear, engines modified to pull tall gears around the bowl at Daytona and Lowes) When I Would run the WKA Nationals I would just bolt on a big nose and run my sprint motor till the tongue hung-out I also like the IKF two twenty minute heats instead of the WKA one thirty minute race. Also the WKA starts you in the race the way you pre-entered (not from any type of qualifling)

[John Clasen]

Erik, I have been told by reliable sources that the WKA is reviewing the body work issue and may in fact go to CIK type body work next season. Keep posted on that one before you go out an spend alot of money on new glass.
J.R. Clasen

[Charlie Tackett]

Engine rules are basically the same. We can run the PIs, but you are not allowed to make any timing/ignition changes while the kart is in motion. In other words, if you have a multi channel PI, you select your curve and that's that. The switch cannot be accessable by the driver. Ours is mounted behind the seat.

I'd have to respectively disagree with some of Greg's observations. Body work is essentially open. In the series run up here, the DMSS and the Dart Clubb series follow those rules. CES used to but once they started running with some SKUSA regionals and then began emulating SKUSA, they went to CIK....well at least for the pods and nose. Fairing seems to be open.

I have seen very few full bodied 125 sprinters. Most common is a sprinter with an enduro style nose. Whether or not that is essential is going to depend upon the particualr track. High-speed tracks such as Daytona and RA, better have one. RUnning by yourself, with no drafting help, a nose can be up to 2sec a lap at RA. However if you have CIK and can hook up with a string of nose-equipped karts, you can hang with them. Just remember to change your gearing. What you can pull running in the draft with the CIK is often the next lower ration than what you can pull with CIK by yourself. Seen more than once where they guy gears for the max he can get out of the CIK on his own, then he gets hooked up with some nose-cone karts in a draft and has that motor just flat screamming... or he peaks out on gear and can't hold the draft!

Virtually all the karts are standard sprint shifter chassis. I have only seen one "custom "chassis", which was narrowed, full bodied and with a leaned back seat. Daytona is not a good measure of what you will see everywhere else. SOme will do set-ups for Daytona that are basically on-off set-ups. I know the winners at this years Daytona, however, were running std conventional sprint chassis and I also believe there was a top five by a kart that only had the nose cone and CIK pods. We ran the WKA national at VIR (and won it) with CIK pods and an enduro nose, chassis at 54.5", seat back 3-4in above min in same position as we'd run it in a sprint track race, and crossed the scales around 20lbs over weight ( WKA is 385, DMSS is 395, and with variances in scales, we set-up about 10 over) , only one kart I saw in impound had any kind of specialized set-up.

Our motor is also just a built 125. Nothing special for the long track. IN fact the builders primary focus is indeed sprint racing. ANy motr set-up will do fine as long as you tune and gear it for what you got.

Registration is by order of entry, but, IMHO, is less important than some believe. We have started 53rd and been in the top 7 after just one lap. Last weekend at Grattan, we started 22, was 3rd after one lap, 2nd after 2 laps and going back and forth for first by the end of that lap.

We also run the 30min format. I like the 30min. THere are no "do-overs", you better have your jetting right, your tire selection and pressures right, your set-up right, and you better not have haphazardly thrown the thing together. You only get one shot, so you better take care and have all your ducks in a row. No second chance to go back and correct any errors. Also, running this format, it is typically the last 10min that set-up, tire selection, tire managment, driver stamina, etc, etc, come into play. TO me another advantage to this format is the fact that if you win you win, you know where you stand as soon as the race is over...and so does anybody watching!! None of this not winning either segment but winning the over all. If you are going to win, than you have to win, not have a 2nd and a 3rd in two heats to win it. If shifter RR is going to make it in events such as JRs events or such as the CART-Portland evente, I believe this is the format youb will see, not motocross type heat racing.

At this point there is only one class and it is run both days of a two day event. THere is a proposal to have two classes being put forth for next year...CIK only and standard 125 sprint RR with open body work.

[ August 05, 2001: Message edited by: Charlie Tackett ]