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I am new to karting. I’m confused about how the different rules (CSC, WKA, SKUSA) mentioned on this website for the TaG classes fit together. Which set of rules has precedence when they conflict?
One other question, what is the maximum legal width for Tag Senior Rotax karts? I didn’t see that in the rules mentioned above.
Also, I want to thank Dennis Garwood for helping me with my motor at the Sept IMI race. Unfortunately, it turned out to be beyond help – damaged piston and cylinder.
Thanks,
CharlesCharles, 55 inches is the absolute maximum width for anything really, as for your rotax, i am sorry to hear that motor, it is one of those things that happens, i had a Parilla piston bearing break and my motor stuck. But its racing so you gotta move on. The rules you mentioned above are mulitple sancitoning bodies, CSC is as it is being called “outlaw” because it follows no official sancitoning body, CRE in Calhan is strictly IKF where as the other tracks are unified. Skusa is SuperKarts Usa, shifter kart body that CSC follows their rules for shifter karts, WKA is the world karting association, all the briggs, comers, and clutch karts (minus TaG) follow for rules, again another sanctioning body. TaG (which is what you will follow) is sanctioned by the new organization, TaG USA which has produced rules for the touch and go category. Email me at [email protected] if you need anymore questions or specifically anything on TaG, i will try to help, otherwise refer your questions to Doug at shockwave, or the three track owners (JB, Stacy, Brad) any of those people will help you.
Charles,
Sorry to hear about your motor – I’m glad you got it fixed, I think that I saw your name at the last IMI race?
The rear width is 55″, but you will not run that wide at most of the tracks in colorado. You run a birel chassis so you might ask a few of the guys that run birel for their setups at some of the tracks and move on from there. At IMI I run the rear pretty narrow – around 52 3/4″ with the front about 30 mm out (medium). The best thing to do is just take your kart and practice. I am planning on getting out there at the beginning of the year and try and find some other tags to run around with.
Good luck next year.
Doug:
Didn’t Sam (with his moto) out qualify Bobby Wilson (ICC w/ big carb) at Steamboat. In my opinion if Sam would have gotten the jump at the start he probably would have pulled away in the infield only to be reeled in on the strait.
The last race at IMI, Brandon (moto) and Kyle (ICC w/ big carb) put on an equal, very good race.
My point is- If the best shifter pilot in the nation and the State champ can run almost identical lap times with 2003 rules. Why change the rules.
Bill
Tag Jr doesn’t have to be a pain, just go with Rotax and Leopard motors with restrictors and/or smaller carbs. Doug is right, it’s not a good idea to just go with more weight on these karts for the kids. It’s also a good idea to slow them down with smaller carbs.
If this gets done correctly, maybe I’ll have two karts for next year.
Bill
At Steamboat, AJ was running a complete ICC package, 30mm carb, air box and homologated silencer. Of the top three, he set fast lap of the race. At the first IMI race, he ran the big carb and was so far in front, we only saw his bumper at the start. At that same event, Ryan Bailey ran a CIK package and he and Jeff were dead even. I fear that if we allow the ICC to run the big carb, they will also run the Formula C head and pipe. If they do that, the moto guys will be running for what ever place is left. Just looking at the various times around the country between ProICC and Super Pro, it looks to me that they are usuall within a.1 or .2 of each other.
As it stands now, a guy can show up with a FC package and he will waste the field. that is why I want to keep hte ICC at CIK specs, something to tech to and they should be just about even.
Doug I completly agree with you. I believe that ICC should run per the CIK-FIC rules, meaning OEM heads pipes and what ever. I and people who are inclined to run FIC for 2004 have nither the time or the money to buy different heads, carbs, pipes and after market silencers in search for the combination to be a front runner. IC is fine with stock heads and a 30mm carb even against swede/hightech motos. I personally have no inclination to run a class where I need sponsor dollars to keep up with the higher tax brackets.
Marc
Some FC engines do have cassette transmissions and rotary valves but not all (and not legal in the CSC). However, in the case of the Pavesi, the FC head, carb (manifold and reed cage) and pipe bolt directly to the ICC engine. In fact, those are the only differences. In that form, the engine produces close to 55 hp. Such a combination will waste the motos easily.
Just putting a big carb on a standard ICC, actually may hurt performance. With the standard ICC pipe and head configuration, you end up with too much air (slower air speed at the carb venturi) and it actually reduces power. So unless they change the pipe and head, they could actually get more power staying with the standard ICC componets and work more on tuning.
Thanks for the clearup
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