Who’s rules

[Doug Welch]

Here’s my take on whos rules best fit our karters.

There seems to be some questions over which sanctioning body to use, if we are going to use one at all. There are 5 major choices, WKA, IKF, KART, SKUSA, NASKA. To go into a detailed discussion of each would take too much space so I?m going to limit my comments to the two players we have here in our state, WKA and SKUSA.

First, lets restate what I think are the major reasons for getting and maintaining sanctioning.
1. A Rule book with a predetermined class structure and clear tech rules for those classes.
2. A source of training and support for our local race officials in making their decisions.
3. A clear appeal process for decisions made by officials at the track to a higher authority.
4. Consistency with other areas of the country so that racers can travel with no alterations of their race packages.

For me personally, the first two carry the most weight. I think we should use a class structure that has been proven and is successful. It should be limited in the total number of classes to three reasons:
1. Increase track time for the racers.
2. Shorten the overall time for the racing program.
3. Increase the size of the fields.

I also took a look at our racer/kart mix. For that I looked at the CSC race of 8/29/04 at IMI. It was the biggest race of the season and had the largest number of adult 4 cycle racers of the season. Of the 151 racers that day, 65 were shifters, 45 clutch karts and 41 TaG.

With this information in mind, I would like to look at the two sanctioning bodies to see how they fit the above criteria.

First SKUSA. Unfortunately, the 2005 rule book is not out yet but I have been fortunate enough to have seen a copy of the class structure and know most of what is in it. As we have come to expect, it is very strong on shifters which is the largest single group of our racers. They have a class for our smallest drivers, Novice and our oldest and heaviest drivers. The cover both ICC and moto based power plants and they are currently working on equivalency formulas for combining ICC and motos in a single class. From a shifter stand point, the SKUSA rule book could be adopted without any exceptions and with very little expense to our racers in terms of equipment changes.

For the Tag racer, SKUSA is also a good choice in that Martin Casey, the national technical director for SKUSA is writing the TaG rule book for TagUSA. Any series sanctioned by SKUSA would have direct contact with the man who is most directly involved with the technical side of TaG. Again, the SKUSA Tag classes are the standard and the most inclusive of all the TaG class rules by any sanctioning body.

For clutch karts, the SKUSA picture is not nearly so rosey. SKUSA has no 4 cycle junior or senior classes. They do have a junior 1 class but it is based around the more popular Comer engine. They are considering developing a Kid Kart set of rules, but that was undecided if that was going to be included or not. This really impacts 4 classes, Senior 4 cycle, Junior 2, Junior 1 and Kid Karts. They could certainly be added as local option classes; we would have to develop rules for these classes (or adopt other sanctioning body?s rules) and apply for a local option. Not a difficult process, but one that would need to be done.

SKUSA fits roughly 70% of our racers.

WKA is primarily a clutch kart organization. It does have shifter classes, but only 2, 80 junior and ICC. They have no rules for moto based shifters in sprint applications nor do they have classes for heavy or older racers. They do not have class for our novice shifters. To use WKA rules, we would have to do like the South West Regional Cup and apply a mix of WKA and SKUSA rules to make up our own classes and apply for local options. All our shifter classes except 80 junior would be local options.

For the Tag racers, WKA at this point has decided to adopt the TaG USA rules, class structure and weights. It does have an exception, it excludes the Biland engine. If we wanted to include the Biland, we would have to apply for a local option. WKA almost didn?t adopt the Tag USA rules at the recent Manufacturers Cup event in Daytona. They had published rules that allowed modified engines. It was only after a huge out pouring of phone calls and e mails that WKA relented and changed back to TaG USA rules. It remains to be seen if this policy holds or WKA decides to do their own thing again.

For our clutch kart racers, if looks much better. WKA has strongly developed rules for Junior 1 4 cycles. While different that what we ran last year, the modifications necessary would be of minimal cost and easy to complete. For our Senior 4 cycles, I have been told but I?m sure will be corrected by Rodney and Greg if I?m wrong, our Limited modified is very close to the new limited modified rules of WKA. If not, our limited modified rules seem to be working for those guys so I see no reason to force them to fit into WKA rule book if they chose not too. A local option class for them in either choice seems to make sense as they a strong group of dedicated racers. WKA covers Kid Karts.

WKA fits roughly 56% of our racers.

If I were a race official of any series, I would want to be sanctioned by a national sanctioning body. It would give me a resource for information and clear guide of procedures. Knowing that the decisions I make on the track could actually be life and death decisions, I would want all the resources possible, all the support possible. As a non-sanctioned series, I would be standing out there totally alone and I can?t imagine why anyone would want to be in that position without all the help they could possibly have. Both SKUSA and WKA have great support systems for officials.

A club race, that?s on thing. It?s just a $20 plastic trophy. But a regional series that carries more prestige, that carries a higher level of commitment from both the racer and the promoter. A series that gets national level exposure. I expect more, I demand more.

[Angie MacEwen]

@Doug Welch wrote:

For clutch karts, the SKUSA picture is not nearly so rosey. SKUSA has no 4 cycle junior or senior classes. They do have a junior 1 class but it is based around the more popular Comer engine. They are considering developing a Kid Kart set of rules, but that was undecided if that was going to be included or not. This really impacts 4 classes, Senior 4 cycle, Junior 2, Junior 1 and Kid Karts. They could certainly be added as local option classes; we would have to develop rules for these classes (or adopt other sanctioning body?s rules) and apply for a local option. Not a difficult process, but one that would need to be done.

SKUSA fits roughly 70% of our racers.

Getting these classes as “local option” would not be a big issue. The rules would be consistent with what we have been running, with SKUSA helping us to fill in some of the areas that may be lacking. Also, they would offer full support on these classes, just like any of the TAG or Shifter classes.
They would answer any tech questions that might arise – and before someone jumps in about how SKUSA doesn’t have a clue about Sr4 or Kid Karts, they are commited to learn what they need to offer that full support. I am sure they have endless resources to get this done. The classes we are currently talking about would be Jr1 4cycle, Kid Karts, Sr4 Cycle, and the MiniMax class. ( We were calling the MiniMax a Cadet Tag, but it differs in engines than the already planned ’05 SKUSA class of the same title that will run Gazelles and EasyKart 60s.)

If the CSC and SKUSA events were the same, there would be another title to be won…. for example Kid Kart Colorado Sprint Championship AND Kid Kart SKUSA Mountain Region Champion!

[Anonymous]

??????and before someone jumps in about how SKUSA doesn’t have a clue about Sr4 or Kid Karts, they are commited to learn what they need to offer that full support.

I for one do not want be be an Experiment with them as Tristan was last year also
No matter how its done please give us a Rule Book and a Tech Director that will not be Governed and manipulated by the track owners to fit there pocket book (And you know who you are)
Take tech decisions away from the people it can and will affect there business and pocket books

[George Durdin]

I have the 2005 WKA Rulebook and Tech Manual setting on my desk as I respond to this. The text is very precise and drawn out with diagrams,charts and photograhs. You name the class and there is a page to go to for information regarding the classes chassis specifications and another page or pages that cover the engine specifications from the Kids Kart Comer 50/51 to the 125 Moto & ICC shifter engines and everything in between. Once chassis and engine specifcations are defined the regions are given the latitude to make adjustments to class structures that meet their needs; ie. heavy, senior classes ( Local Options) that can be combined with a regions national class structure. All racing procedures and format are also defined. WKA is not scrambling to meet your needs they have already been addressed.
The fact is that up until 2005 SKUSA has been known as the premier shifter kart promoting organization and not a national shifter kart sanctioning and insuring body. SKUSA promoted and held its own events on the national and somewhat limited regional level. I am not trying to be insulting but the fact is that since SKUSA dropped the national Pro-Moto Tour because of a lack of racer support they are trying to reinvent themselves in to a national sanctioning body.If SKUSA had a millon dollars and a staff of one hundred to help them catch up to the CSC’s needs today and this coming spring, they would still be better than 30 years behind WKA’ s developement and program.
The last thing our sport needs in this country is another fledgling national sanctioning body to further fragment the sport and confuse the public. Karting is highly respected and is growing leaps and bounds internationally because their programs are nationalized, structured and simple to understand. You only have to look to Canada, Mexico and South America to find international examples……..not accross the oceans.
WKA offers not only the Rules and Technical specifications but insures the events with the same carrier as IKF,KART and SKUSA……..American Specialties. Insuring kart racing over the last eight to ten years has shrunk to only two or three onshore carriers because of the dramatic increase in injury and death claims. WKA already has a highly developed program of regional and national championships that are growing as their influence grows from shore to shore…….Manufacturers Cup, Gold Cup, Regional Tours ( ie,Florida,Oklahoma/Texas), North American Karting Champinships, Rock Island Grand Prix, Daytona Kart Week. A WKA member can race by national standards at a club event and never leave their hometown or they can become involved Regional Series between states, in state tours (CSC) or in national championship tours ( Stars of Karting) and the National Championship events that are currently held at Charlotte Motor Speedway and Daytona…..and by the way these events are promoted by WKA from coast to coast.
WKA can meet the CSC’s and Colorado kartings needs 100%………today.

[Stu Waterman]

Here are the national classes from the WKA website:

2005 WKA National Series Classes

George Kugler’s Manufacturer’s Cup East
presented by Bridgestone
HPV Jr. Sportsman
Yamaha Jr. Sportsman
Cadet Jr. Sportsman (Final 1 and Final 2)
HPV Jr.
Yamaha Jr. Supercan
Formula Y Jr.
80cc Jr. Shifter (Final 1 and Final 2)
Yamaha Light
Yamaha Heavy
Yamaha Masters
Formula Y Sr.
ICA
ICC (Final 1 and Final 2)
HPV Light
HPV Heavy
Yamaha Sr. Sportsman
TaG NEW
Easykart 125 NEW
Spec 100 Eliminated

Manufacturer’s Cup West
Kid Karts Saturday & Sunday
Jr. 1 Comer
Jr. 1 HPV (WKA rules)
Jr. 1 Yamaha
Jr. Superbox
Jr. 2 HPV (WKA rules)
Formula Y Jr.
Formula Y Sr.
HPV Light & Heavy (WKA rules)
ICC (Final 1 and Final 2)
Senior Superbox
Senior Sportsman
Yamaha Light NEW
Yamaha Heavy NEW
TaG (West Coast rules) NEW
Rotax Sat & Sun Eliminated
HPV 4 Eliminated
ICA Eliminated

I don’t see any 125 motos, and even 80jr only appears in the east coast series. I’m sure there are WKA regional rules for motos, but what’s the point? We already have regional rules…

[Bruce Boman]

From WKA http://www.worldkarting.com/series/roadrace/roadraceclasses.html

at least this shows the motos.

ROAD RACING CLASSES – SPRINT

BRIGGS SPRINT 335/360
DRIVER REQ: Age 15 or older. Class 2 Road Racing License.
ENGINE: Briggs & Stratton 5HP. See Section 701, except rod & piston, see section 702. Silencer Mandatory
MIN. WEIGHT: 335/360

BRIGGS JR SPRINT LITE & HEAVY
DRIVER REQUIREMENTS: Age 12 thru 15 only, Class 2 Road Racing License.
ENGINE: Briggs & Stratton 5hp, see section 701, with .575 restrictor plate, except rod & piston, see section 702 with .575 restrictor plate. Silencer Mandatory.
MIN. WEIGHT: 295 lb. (LITE)
MIN. WEIGHT: 315 lb. (HEAVY)
OTHER: All engine rules same as Briggs Sprint with addition of .575 restrictor.

JR SPRINT LITE & HEAVY
DRIVER REQ: Age 12 through 15 only, Class 2 Road Racing License.
ENGINES: Yamaha (Only heads with OEM casting ?Yamaha? and cylinders with Y3 or Y4 and 787 are legal), ARC Comer, and PRD RK100.
EXHAUST: RLV YBX #7500. If hole exists in pipe for EGT sensor, EGT sensor probe must be in place.
FUEL: Gas and oil only.
MIN. WEIGHT: 295 lb. (LITE)
MIN. WEIGHT: 315 Lb. (HEAVY)

PISTON PORT CAN SPRINT 340/360/380
DRIVER REQ: Age 15 or older. Class 2 Road Racing License.
ENGINES: Yamaha (only heads with OEM casting ?Yamaha? and cylinders with Y3 or Y4 and 787 are legal), ARC Comer & PRD RK 100.
EXHAUST: RLV SSX 7502, 7540, 7541, 7542, 7543, 7544, and SSXV 7548. When a SSX Muffler # 7540 is used, it must be run with 4 holes up and part # 7502 must be run with 4 holes down. When an SSX Muffler # 7541 is used, it must be run with 4 holes pointed in the upper left direction. When an SSX #7543 is used, it must be run with 4 holes pointed in the upper right direction. If a hole exists in pipe for EGT sensor, the EGT sensor probe must be in place.
FUEL: Gas and oil only.
MIN. WEIGHT: 340 lbs.
MIN. WEIGHT: 360 lbs.
MIN. WEIGHT: 380 Lbs.
OTHER: 380 class will have a 200 lbs. maximum kart weight.
NOTE: MAX. Kart weight of 200 lbs at post race for the 380 class and if race is red flagged before its proposed time, an allowance of up to 204# per kart weight is acceptable.

WKA SPRINT LITE & HEAVY
DRIVER REQ: Age 16 and older. Class 2 Road Racing License.
ENGINES: Yamaha KT100S (only Yamaha heads with OEM casting ?Yamaha? are legal), ARC Comer, & PRD RK100 and Piston Port.
EXHAUST: Any Fixed WKA approved pipe (No Adjustable pipes allowed)
FUEL: Gas and oil only.
MIN WEIGHT: Yamaha, ARC & PRD 315 lb. (LITE)
MIN WEIGHT: Piston Port 340 lb. (LITE)
MIN WEIGHT: Yamaha, ARC & PRD 340 lb. (HEAVY)
MIN WEIGHT: Piston Port 365 lb. (HEAVY)
NOTE: MAX. Kart weight of 200 lbs at post race for Heavy class and if race is red flagged before its proposed time, an allowance of up to 204# per kart weight is acceptable.

YAMAHA SPRINT LITE & HEAVY
DRIVER REQ: Age 16 and older. Class 2 Road Racing License.
ENGINE: Yamaha. Only heads with OEM casting ?Yamaha? are legal.
EXHAUST: Any fixed WKA approved pipe (No Adjustable pipes allowed)
FUEL: Gas and oil only.
MIN WEIGHT: 335 lb. (LITE)
MIN WEIGHT: 360 lb. (HEAVY)
NOTE: MAX. Kart weight of 200 lbs at post race for Heavy class and if race is red flagged before its proposed time, an allowance of up to 204# per kart weight is acceptable.

WKA/ICC 125 SPRINT 1 and 2
DRIVER REQ: Age 18 or older. Class 2 Road Racing license & Class 1 Sprint license OR Class 1 Road Racing license. Any 17 year old competitor may enter provided he/she meets all of the following requirements: currently possesses a Class 2 Road Racing license & Sprint Class 1 license (OR Class 1 Road Racing license) and must have competed at any WKA sanctioned national or regional event in the CIK or WKA 125 Sprint classes in the 2003 season.
ENGINES: (1) Mass produced, single-cylinder, motorcycle engines of up to 125cc displacement, currently available production, approved by WKA: Honda CR Reed, Kawasaki KX Reed, Suzuki RM Reed, Yamaha YZ Reed, Gilera 125cc and TM Motocross will be allowed. (See section 613 for specifications). All engine specs must be unaltered OEM parts unless otherwise specified in this manual. All competitors must be prepared to produce verification documentation of proper dimensions and component data for the engine utilized for competition prior to the time of post tech inspection.
(2) ICC engines with homologated pipe and 30 mm carburetor.
EXHAUST: Motorcycle engines – Any fixed WKA approved pipe (No adjustable pipes allowed) with silencer. ICC engines ? stock homologated ICC pipe and silencer.
INTAKE SILENCER: ICC requires stock, homologated airbox. Motorcycle requires airbox (see 551.1.3) and/or air filter. Where specific track or ordinances requires the use of an airbox, this will be noted on entry form. Competitor is responsible to maintain compliance with any rules or ordinances regarding noise regulation.
FUEL: Gas and oil only.
MIN WEIGHT: Motorcycle engines with WKA bodywork – 385 lbs.
MIN WEIGHT: Motorcycle engines with CIK bodywork ? 365 lbs.
MIN WEIGHT: ICC engines with CIK bodywork ? 385 lbs.
TIRES: Open Compound, 5″ or 6″ Diameter Rims, Rear Tires 7.00″ Min. Width
OTHER: (1) Motorcycle powered karts at 365 lbs. and ICC karts must run CIK style bodywork only, either conforming to all dimensions listed in section 200 or CIK approved bodywork that is readily available at least 90 days prior to the beginning of the racing season. Carbon fiber, Kevlar and metal are not legal construction materials for nose, side pods and steering fairing. Karts with motorcycle engines at 385 lbs may run full WKA sprint bodywork. WKA sprint bodywork, bumper and nerf bar rules apply to these karts, except that the minimum bodywork width, as defined in 358.6.6, shall be 42?. Either CIK style side pods or Sprint Enduro side panels are allowed with WKA bodywork at 385 lbs. (2) Radiator must be mounted on the right or left side of the driver between the tires. (3) All karts must utilize lower bumper cross-bar (see 209.3.5). (4) Standing start procedure utilized.

CIK 125 SPRINT 1 and 2
DRIVER REQ: Age 18 or older. Class 2 Road Racing license & Class 1 Sprint license OR Class 1 Road Racing license. Any 17 year old competitor may enter provided he/she meets all the following requirements: currently possesses a Class 2 Road Racing license & Sprint Class 1 license (OR Class 1 Road Racing license) and must have competed at any WKA sanctioned national or regional event in the CIK or WKA 125 Sprint classes in the 2003 season.
ENGINES: Mass produced, single-cylinder, motorcycle engines of up to 125cc displacement, currently available production approved by WKA: Honda CR Reed, Kawasaki KX Reed, Suzuki RM Reed, Yamaha YZ Reed, Gilera 125cc and TM Motocross will be allowed. (See section 613 for specifications). All engine specs must be unaltered OEM parts unless otherwise specified in this manual. All competitors must be prepared to produce verification documentation of proper dimensions and component data for the engine utilized prior to the time of post tech inspection.
EXHAUST: Any Fixed WKA approved pipe (No Adjustable pipes allowed)
INTAKE SILENCER: Airbox (see 551.1.3) and/or Air Filter Required. Where specific track or ordinances requires the use of an Airbox, this will be noted on entry form. Competitor is responsible to maintain compliance with any rules, or ordinances regarding noise regulation.
FUEL: Gas and oil only.
MIN WEIGHT: 385 lbs
TIRES: Open Compound, 5″ or 6″ Diameter Rims, Rear Tires 7.00″ Min. Width
OTHER: (1) CIK style bodywork only, either conforming to all dimensions listed in section 200 or CIK approved bodywork that is readily available at least 90 days prior to the beginning of the racing season. Carbon fiber, Kevlar and metal are not legal construction materials for nose, side pods and steering fairing. (2) Radiator must be mounted on the right or left side of the driver between the tires. (3) All karts must utilize lower bumper cross-bar (see 209.3.5). (4) Standing start procedure utilized. (5) Rear track width must be a minimum of 50? and a maximum of 55 1/8?.

Spec 125 Sprint
DRIVER REQ: Age 16 or older. Class 2 Road Racing license & Class 1 Sprint license OR Class 1 Road Racing license
ENGINES : Rotax Max, Parilla Leopard, Comer (Check future Tech Updates for technical regulations on Parilla Leopard, Comer, and any additional engines that may be added.)
AIRBOX: Stock Airbox Required
FUEL: Gas and Oil only
MIN WEIGHT: 375 lbs
TIRES : Open tires, rear tires 7? minimum width
OTHER : (1) CIK style bodywork only, either conforming to all dimensions listed in section 200 or CIK approved bodywork that is readily available at least 90 days prior to the beginning of the racing season. Carbon fiber, Kevlar and metal are not legal construction materials for nose, side pods and steering fairing. (2) Radiator must be mounted in the stock location. (2) Belt or chain drives are legal. (3) Dual brake system is required. (3) Kart must meet all 125 Sprint chassis requirements. (4) Standing start procedure utilized. (5) Performance differences between the various manufacturers will be adjusted by kart weight, or restrictions to the engine or exhaust system. WKA will make every effort to make it a level playing field among engine manufacturers.

BRIGGS SPRINT OVER 35
DRIVER REQ: Age 35 or older. Class 2 Road Racing License.
ENGINE: Briggs & Stratton 5HP. See Section 701, except rod & piston, see section 702. Silencer Mandatory
MIN. WEIGHT: 385 lbs.
OTHER: No maximum kart weight

[Mike Jansen]

As ronald Reagan used to say, “there you go again”

Facts: SKUSA, WKA, HBO, WBC, WBA, NBA etc, etc, none of them will satisfy us 100%. This is the real world get used to it. We strive for perfection and go forward with something less than that. Let’s not get paralyzed by trying to be perfect.

Democracy says the majority rule. So, if SKUSA satisfied 70% of our needs then we should look that way. WKA handles a ton of classes i’ve never even seen, nor have many others.

Yup, we’re going to have to ask for permission or bastardize a few classes in any event to have a viable rule book for all classes. Since shifters and TaG represent the majority then deal with them first and then make damned sure you have rules and tech that address the 4 bangers! BTW, it seems like there was more “cheating” in those classes or is that my imagination.

Our objective should be to have tech and rules for ALL classes, period. And adhere to those rules and you have a DQ if you’re too stupid to read them or too arrogant to think they don’t apply to your racer’s kart.

Cheers Gang, have I said anything that common sense doesn’t cover?

[Angie MacEwen]

Mike,
do me a favor, ok? Next time I go to post something – kick me!
:bang
angie

[Anonymous]

I wouldn’t be opposed to SKUSA as long as we are still able to run the Animal in JR 1 in last years configuration. I do not want to have to switch to a comer motor. Less change is best for the young’uns.

[Anonymous]

I?ve been watching this forum over the past few weeks, and as usual for this time of year, the conversation is focused on what to do in the season ahead. Since I don?t have a ?vested? interest anymore (i.e. a kid I?m ?sponsoring?) and having been around the sport for over 5 years perhaps I can offer some “food for thought:”

At a macro level, I believe that karting continues to experience some significant problems. The ?national? karting business model (if there ever was one) is broken. True, Colorado has had success locally with the CSC racing series, but on a national level, participation is down overall except at a few key events. Statistics indicate that the average karter hangs it up after 3 seasons. Why? Let me offer some possible factors that the CSC may be well advised to take into consideration when setting up your ?05 competition season:

1. There are too many so-called national “sanctioning” bodies (IKF, WKA, SKUSA, STARS, TAGUSA etc etc), and if you don’t like the way these guys run things, a new one comes along about every couple of years. All are controlled by either internal politics, supplier economics or even worse by both. All too, are competing against each other for what is for a number of reasons, a limited number of participants.

If anyone thinks that these alphabet soup organizations have the best interest of karters at heart ? as an example, just look at the “wise” decisions SKUSA has made during the past three seasons. They?re trying to re-engineer themselves in ?05, but only time will tell if that is a ?success.? And always remember success to them, of course, is defined as ?increased revenue.? The message here is to be wary of whose ?club? you align yourselves to. Keep in mind that ?good ideas? can also be developed locally.

2. There are too many classes. Even the “little” CSC is proposing a total of 14 classes in 2005 which is far too many. This doesn’t “enhance” competition, it waters it down. Instead of designing new classes, karters should be coming up with innovative ways to enlarge the fields at races. Isn?t it more rewarding to finish 5th in a heat of 30 karts rather than 1st in a race with only two others?

Why must there always be extra classes for ?old,? or ?heavy? or every other possible permutation of personal and motor characteristics? Remember, you?re only racing for plastic trophies???.not an F1 seat. Think outside the box and come up with ways to run fewer heats with more karts.

3. Race days are way too long. It shouldn’t be getting dark when the final race is run, especially during the summer! Racing should be winding down by 3:00 in the afternoon, not 7:30 in the evening. Either pea-picking the preliminary grids or qualifying NASCAR (two laps and off) style would greatly reduce the time (usually the entire morning or more) needed to qualify and maybe get home before dark. Don?t hold up starting a race to wait for a competitor (no matter ?who? they are) ? If they cannot make the grid when it?s called, too bad ? that?s part of racing too.

4. The cost of karting is pretty much out of control at least in the ?top? classes. This is a grassroots sport, period. Success in karting does not and will not provide a magic ?ladder” to other forms of motorsports. ?Moving up? is something that simply cannot be done without big time financial backing. With that said, it is completely insane, in my opinion, to spend over $100,000 per year to run a shifter and yet it happens all the time. A lot more, if you’re going to “seriously” contend for one of the ?so-called? (wink, wink) national championships. A full sized car can be raced for that kind of money. Karters who can afford the dough won?t stick around very long when they do the math ? those who can?t are forced out of the sport.

5. The rules are too complicated. And, BTW, whose rules do you use? IKF, WKA, STARS, SKUSA? A little of each? Take some, modify some? Make up your own? Complicated rules encourage cheating and make tech extremely problematic and time consuming. The rules for the safety and health of competitors should be uncompromising and absolute. Fuel went unchecked in the CSC in 2004, for example. Doped fuel is a serious health issue, and is unfortunately, the easiest way to get enhanced performance. Competitors who knowingly add carcinogenic compounds to their fuel should face immediate suspension.

Mechanical rules should be as broad as possible, yet clear and just as uncompromising when violations are discovered. Ignorance should not be allowed as an excuse for rules violations.

And then there is the ?stability? factor. It seems everyone wants to ?tinker? with the rules every year. Why can?t there be stability for a fixed amount of time so that the karter doesn?t necessarily have to buy new ?stuff? on a yearly basis? The various class / rules structures are daunting enough for seasoned competitors. They are more than often totally incomprehensible to most newbies.

By all means written rules must be required. Tech inspections should be automatic for podium finishers ? DQs and/or suspensions should be handed out for violators with no exceptions what so ever.

6. Beware of ?new ideas? or formulas. Every time a ?new? concept comes along purporting to be the ?sliced bread? of karting, it seems to devolve into complication, added expense and contentiousness. Be especially wary when someone says that the ?new doodad? will control your costs. Remember these wonderful ?ideas? are coming from the fertile minds of those who will ultimately profit from them.

Example: ICC motors when first introduced, were ?sold? to karters as an affordable, reliable, fully developed alternative to the expensive, unreliable, modified moto engines because they didn?t have to be blueprinted to be competitive. Yeah right! Fast forward three years and now, if you don?t have a $7,000 Swedetech, Paul Leary, or ?fill in the blank? ?pro- built? ICC on your kart and a spare (or two) in the trailer, you can forget about being competitive.

TAG, a super idea when initiated, is supposed to offer an ?affordable? way to compete, but people (being human) can?t seem to leave well enough alone. If you look at other discussion boards, the TAG community is already showing the inevitable signs of division and fracture. In some venues, there are already limits on which motors are deemed ?acceptable.? Blueprinting is allowed in others (Norcal) and there is serious talk of completely excluding some motors such as 4-strokes. Don?t let this happen in the CSC. Buyers of a ?certain? engine package (Biland) should not be punished for inappropriate actions by the manufacturer, yet this is happening.

7. Sell your sport. Make race days more accommodating for spectators: After all, they are the primary source for new participants. Race days should be a pleasurable experience, not an ordeal. Good food, clean (dare I say ?real?) restrooms, shorter, smoother racing schedules, and other amenities would all help make race days a positive experience for them. Start by making admission free. I?ve seen an awful lot of U-turns at the money changer?s table. Get the spectators in the gate put on a good show and treat them ?right? when there. They?ll come back.

Finally as you move forward into 2005?.. Remember a ?reality? check: 99.9% of karters are hobbyists – The reason they race is for family, friendship, competition and fun. So don?t let decisions limit rather than enhance what you are really here for. Every single time rules, classes or other changes are proposed they should be designed to broaden competition rather than limiting it. More classes, excessively complicated rules and escalating costs are all limiting factors. Think about it?..none of these are really necessary to have more ?fun.?

You?ve got a good thing going. It would be a shame to screw it up.

As always, opinions expressed are my own……I’ll see you this year when I come to “visit” a race. :cheers:

Wayne MacGregor

[Mike Edwards]

Wayne, Great post and very well written……..I agree with your post 100%. I hope it all works out for the best no matter what group is selected.
I think the Junior 1 class with the animal motor should be left alone because of several reasons

1. The cost of the Briggs is much less than that of the Comer.

2. The racing is very close and fun to watch……

3. The class had more racer each race than any other class, and I believe if you poll the parents, they don’t want to have to buy new motors this year for any number of reasons.

4. The reliability of the Briggs Animal has been very good.

I could go on but I think my position is clear…….

With the addition of Sam Walls, a tech director, ect this series could become great.

Don’t try and fix something that isn’t broken!

Thanks
Mike Edwards

[Taylor Broekemeier]

Wayne, you’re my hero! No, seriously, everyone should take note of the points made by Wayne. He has explained exactly what needs to be done.

[Anonymous]

For those who agree with Wayne and I that we have way too many classes in the CSC, I have a proposal. Fasten your seatbelts because most of you will hate this for your particular reason. Many of you will have to sell stuff, but it gives everybody a place to run: kids, Junior clutch, Junior shifter, adult Tag, Adult 4-cycle, and adult Shifter.

If the rules for 2005 are set, let’s consider for 2006.

Kid Karts

Junior 1 – Animal
Tag Jr

60/80 Novice
80 Shifter Jr

Sr 4 cycle
Sr Tag
Shifter 125
Master/Hvy Tag
Master/Hvy Shifter 125

There. Ten classes for our Championship series which last year had 82 people vying for the Championship (those who raced at least 6 races).

That is one class for every 8 serious racers. To me that sounds like a Championship. Most classes will have twice that many show for a given race, some classes will have 3 times that many show up for some races. Again, that sounds like great fields to me.

I would’ve blown off the Masters/Hvy classes, but we have enough racers in Adult Tag and Adult Shifter, so why not have them.

The “I want to run my specific engine” people can run the club events. Novices can stick to the club races or run with a colored plate from the back if you want. If you want to contend for the state championship, pick from the above because we want to make this a more valuable championship and make the tech and scoring easier.

If you are concerned about cost, forget the Shifter and run Tag. I can see no way to run a cheap shifter fairly; moto or ICC, its gonna take money.

Use SKUSA for everythingh but the Kid Kart, Junior1 and Sr. 4 cycle engine tech- use the WKA for those.

As for the Adult Shifter engines: well, take a vote or have someone dictate what will be used. Pick one engine type or try to mix with weight. It doesn’t matter what the decision is since 50% of the people will hate the decision whatever it is. In the end, with just 5 adult classes, the competition in this Championship series will be great and the trophies will mean way more.

Remember, every type of racer has a class: kids, Junior clutches (2 age groups), Junior shifters (2 age groups), Sr 4 cycle, Adult Tag (2 age groups), Adult 125 (2 age groups). If your type of engine is missing, make the switch and be thankful for the competition you have! Isn’t that what a CHAMPIONSHIP series is about?

Rod Whetstone

[Kyle Ray]

I like Rod’s class structure for the shifters, and I wish that the CSC would make it that way for this year. It would be a lot more competition for all shifter drivers. Think about it, wouldn’t it be better to race against 30 people and find out the true state champ. rather than racing against 10 people? :idn: The CSC series would get more exposure with huge classes like that.

KR

[Rodney Ebersole]

I like Rod’s idea too.
I have a question, yet I am about scared to ask.

Kid kart- age?
60/80 novice-age?
80shifter-age?
Jr1-age?
Jr.TAG-age?

What is the differance between 60/80 and the 80 shifter class?
Are 60’s ran by anyone? Could a good 60 beat a good 80? and if not why would there be a class for them? I am just thinking an 80 novice is the same thing as an 80 shifter. IF the big boys in 125’s can all run togather, then I would think it would be just as good for all the 80’s to be togather. Yet I don’t know if there is a age/ weight/ or motor differance between these two classes?

[Author]

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