[Jim White]

NCK puts on roadraces at Laguna, Sonoma and Thunderhill in California. We have an occasional test day at Willow Springs. If you have a kart we have a class for it.

http://www.nckroadracing.com

[Jim White]

Out west one of the last the things the IKF roadrace committee did was to consolidate some of the lightly participated classes. Even so there are still too many in my opinion.

Our biggest class is the IKF “stock moto” It allows Honda with 99 cyls only and Hegar fairings are allowed. We then have the SKUSA engine stock moto class which allows the 01 cyls but is CIK fairing only. The SKUSA runs at 385 and the 99 cyl class at 400. The SKUSA class is almost always faster than the 99 class. Lowering the weight of the bigger 99 class to 385 won’t help because most couldn’t get there! We have been told (by more than one knowledgeable person) that adding weight to the SKUSA engine class just makes them slow, hard on parts and tuning. I find that hard to believe but I would not know and will defer to the experts. Throw in the ICC engines somewhere and it gets even harder.

If we were able to find parity amongst these 2 classes it would create 1 very large class for all to race in.

[Jim White]

Hi Daniel, please do not compare NCK’s Laguna fees to our general entry fees. Laguna is different. It cost over $50k just to hold the event. On top of that we are saddled with a limit to how many karts we can put on track at once. Add it all up and that’s why it costs what it does.

We do offer a first time racer fee this year of $150 at our Thunderhill races. That will include your membership for the year and allow you to race 2 or 3 times over the course of the day. We also have over 90 minutes of morning practice you can participate in.

While our Yamaha group is unfortunately small I can tell you I ran sit up Yamahas for 20 years. It is way more challenging than you would think. It is not flat out at all times if you are fast and have a good setup. Both of which take time and effort to work up to.  While there are few Yamhas, you are on track with various other classes at once. There may very well be a kart you are able to run with and experience the draft. Something you won’t get sprint racing.

When you are ready to come give it a try get ahold of me jim@nckroadracing.com

I’ll help you out in any way needed to get you out there. You won’t regret it.

[Jim White]

Sorry, I don’t get on here much anymore.

Those fees are correct. NCK has to abide by a track mandated limit of 40 karts per group. That being said there are only 2 spots left for Saturday before it’s sold out. Sunday has a few more openings.

[Jim White]

$10. Come on out. We’d love to have you.

 

[Jim White]

Could you be hitting the rev limiter at the end of the straight?

[Jim White]

Make sure your fuel pick up on the tank is fresh and flexible. Could be g loading on those corners is causing the fuel to slosh and the pick up not following it. Especially if it’s only turns in one direction.

Been there done that!

[Jim White]

We are restricted by the track to 40 on course at any one time. Race 6 is maxxed at 40 entries.

The tags are mixed in for just the one Saturday race. Most of our normal club race days are one day events where we have to be schedule creative. The Tags and 250’s play nice with each other on these days with no problems. Almost all of our 250’s are ICE singles, not the rippin’ twins you have back there. That makes a difference too. Nowhere near 40 mph closing speeds.

We also offer 125/150 open classes which are a catch all 3rd and 4th entry for 100’s, 80’s, Tags, 125 shifters etc. Many Tags are registered in these classes too.

[Jim White]

Preliminary entries by race group listed here

http://www.nckroadracing.com/news/item/31-preliminary-laguna-race-groups-posted.html

[Jim White]

Updated schedule is here:

http://nckroadracing.com/images/downloads/2017_corkscrew_springnats_schedule.pdf

[Jim White]

Prior to the tool it was done with a .010 feeler gauge. Look in an old IKF or WKA rulebook. It explains the procedure. I think you just subtract the difference in the tool height and .010 to get the measurement. Some other old timer may remember more.

[Jim White]

Registration is now open.

[Jim White]

With enough interest we will add classes for anybody interested in attending.

[Jim White]

Copied from NCK face book page

Direct link to Laguna schedule
http://nckroadracing.com/…/2016-Corkscrew-Spring-Nationals-…

Direct link to class listings
http://nckroadracing.com/…/2016-Corkscrew-Spring-Nationals-…

Event home page
http://www.nckroadracing.com/…/2017-corkscrew-spring-nats.h…

 

[Jim White]

I believe they are like WKA but I’ll let Roger Miller comment on that. One difference is I don’t think we penalize for using a remote starter as long as all the components are there.

An event schedule is to be released in the next day or so listing groups and classes. There will be a WKA stock Honda class that aligns itself with Skusa rules for the 01 cyl. It will allow any listed WKA pipe. We will have classes for the Briggs animals, Lo206’s as well as the WKA controlled classes. Everyone will have the opportunity to race at least 3 times over the 2 days.

[Jim White]

Looking at pictures of the zero motor and it appears to be similar to what our electric group runs out here.

[Jim White]

Check out Rattlesnake Racing in California. They are at the forefront of electric karts. They have run several NCK road races and are fast.

[Jim White]

We will add  L0206 classes if there is any interest. For that matter we will find a place to run for anybody who wants to attend.

[Jim White]

John, ask that question on the Portland Karting forums. You will get good info from there.

http://www.portlandkarting.com

there is a forum link at the top of the page.

[Jim White]

Never. If they fail you just get no spark. As long as you got fuel it should have nothing to do with a stick.

Now if the ign rotor was installed without the key it could have slipped. I guess that could increase timing enough to get into detonation.

[Jim White]

Laguna informed me that the meter was 50 ft from the racing line. So if you can measure from 40ft and get below 92 you should be golden. I was also informed they “sometimes” use a roving meter although in NCK’s case I do not believe they ever have.

[Jim White]

One other idea for testing. A local sprint track with a decent straight. Try to stand about 30ft to the right. Measure at various points and see what you get. We have done that too with both 250 singles and yamahas. Our results were pretty close to actual.

[Jim White]

You need to be under 92db from about 40 ft away at the exit of turn 5 just after getting back on the gas exiting the corner. The singles are making it with an airbox and the large Viper style silencer mounted across the back of the kart. According to Ian at Viper the bends are as critical as the silencer. My link pipe has a slight bend just inside the wing upright and then a 90 to go across the back of the kart.

I did some initial testing with the 100cc Yamaha stuff at a local sprint track. I used a Radio Shack db meter. I believe and can find out for sure but it was set to fast response “a” scale. NCK also did early track testing at Sonoma and Thunderhill. Those test results have been posted to our facebook page nckroadracing.

As we really have no twins on the west coast NCK is hoping some of the twin owners get together and do some testing in practice to see if 92db is possible. We believe that it is with the right equipment. CR125’s easily make it with a 14 to 17 inch silencer straight out the back and an airbox. With a little ingenuity a 250 twin should be able to comply. They run bike days there all the time at 90 to 92 db and the bikes find a way to make it. In our testing we shot for 90db to have a safety zone. First time we were there Laguna officials were extremely happy with our noise level. We only had one or 2 violations. One of which was a Yamaha guy who did absolutely nothing to try to quiet his kart.

The only things that really don’t have much chance of hitting the 92db are the aircooled 100cc reed motors like a reedjet.

We would love to see some of those blistering fast f125’s show up too.

If anyone needs additional info or wants to discuss it further send me a message and I will try to answer your questions or point you to someone who can.

[Jim White]

Here’s my take, some may disagree.

When you look at the 2 chassis the Anderson is much more stiff and heavy duty looking. The PVP is a flexi flyer so to speak. I own an Anderson but have helped a friend build a PVP. I have driven it too. Both get the job done, it’s just 2 different thought processes in achieving it.

As for parts both Anderson and Ian at Viper are in England and ship pretty quickly. PVP parts come from Denmark and although I have never ordered anything I have been told that it’s nowhere near as easy as getting Anderson parts (bank transfers and such). Larry Dobbs can tell you about that.

On the west coast it seems there are a few more Andersons than PVP’s around. Both can be fast in the right hands.

Starting is not that big of a deal. You can push it, you can modify the starter shaft so it fits in the seat. Some guys even start it with a big nut on the end of the axle. All will get the job done.

[Jim White]

With the recent uptick in interest it seems that most of what was for sale on the west coast has been pretty well picked through or is getting long in the tooth. There does appear to be deals in England on some decent equipment that looks to be priced pretty good, even with shipping. One of our racers is dealing with Ian Harrison on a used Anderson that Ian is going through prior to shipping.

If you have Facebook check out superkarts and parts. or North American superkarts pages.

Come talk to us at the races we will share what we know.

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