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Good Luck to all going in all classes!
Those running ICC take it easy on the IRL guy, whats his name Scheckter? Yeah that it, Tomas Scheckter.VP Racing fuels available at:
Big T High Performance
2577 E 79th Ave Unit B
Denver CO(720) 872-2414
From VP’s website fuel recomendations for non-automotive applications http://vpracingfuels.com/vp_spreadsheet.gif
(Notice these are just VP’s guidelines)Also check out VP’s brochure: http://vpracingfuels.com/vp_brochure.pdf?mgiToken=0C15B7C8123991BAADA
The good folks at Big T can explain it better than I can, but I believe they told me something about C12 burning cooler than VP110 or something like that making it a little better choice amongst the moto shifter karts. I probably have that all screwed up, so you should probably give them a call to get the correct explaination.
VP’s general description of C12
C12
The best all around racing fuel made. Recommended for CRs below 15:1, satisfying the needs of 75% of today’s race engines. One of the winningest fuels in racing history, including Modified Tour, GNN, D.I.R.T., Indy Lights, NHRA, AMA as well as other local and national championships across the U.S. and around the world.? Color: Green
? Motor Octane: 108
? Specific gravity: .717 at 60? FBill,
Don’t want to confuse things because Doug hit a homerun with his reply:
@Doug Welch wrote:Bill
If you have a moto, use VP C12 and RC3 oil (110 octane and caster). If ICC, use VP MS 98 and RC3 oil (98 octane and caster).
VP does have a wealth of info on their website http://vpracingfuels.com/
In fact I never ever imagined there were so many different types of speciality racing fuel.Bruce…..
You can get both VP’s MS93 fuel and RS7 oil at:
Big T High Performance
2577 E 79th Ave Unit B
Denver CO(720) 872-2414
Good people, nice little performance shop, they sell by the gallon or drum. They also have all the other VP fuels too in case you need MS98, VP110, C12.
Bruce……….
Everyone break out the Vespa’s
RIGP web site
http://www.rockislandgrandprix.com/Doug,
At least you got a better answer from MRP, they told me earlier in the year the new Free Line Suction Silencer was postponed till next year.
http://www.birel.it/uk_news.asp
B…..
I don’t have any costs of my own, even though I bought an ICC last fall. Just not racing yet. I can attest to what Marc said above regarding extra jets – just spent approx $100 for 7 main jets, 3 pilot jets, 3 needles and 6 clips.
The following quote from Tom Barth (Dellorto guru), Green Flag Motorsports @ http://www.greenflag.net found in his Dellorto tuning series at Ekartingnews at http://www.ekartingnews.com/news_info.php?n=2770
“Much has been written about the ?high cost? of the ICC. I don?t subscribe to this. From what I see, most damaged ICC?s are the result of improper carburetor settings, i.e. too lean! Burned crank big ends and scored cylinder walls are significant warnings that in the quest for power, the trade off is expensive rebuilds. That mentality pretty much destroyed the high performance moto market. Let?s not do it to the ICC too. With proper carburetor adjustment the ICC will perform at maximum until the required rebuild time.”
A California spin on things, the following from JM Racing newbie page http://www.jmracing.com/pages/newbie.html
ICC: Water-cooled 125cc motors, usually from Italy, especially built for kart racing. The carburetor size, ignition, electronics, pipes and internal gearbox ratios are homologated to certain spec and prohibit modifications, which keeps costs down. The engine is quite reliable, has around 40 horsepower and is fast right out of the box. In The Golden State My-Chron 3 Cup, we have a spec-ICC class, which prohibits porting. Therefore, keeping costs down. The Star?s of Tomorrow or SKUSA ICC class allow engine modification to the limit of the CIK. The weight for this class is 375lbs. The easy way to tell the difference between an ICC and a Moto motor is that the ICC the carb is at the front of the motor and that the water-pump is a separate entity, and runs by belts attached to the rear axel. The ICC class is the most popular shifter kart class in Europe and is quickly gaining speed in the states as well. JM Racing runs a factory ICC team in the extremely competitive Cart?s Stars of Tomorrow Series.
Motocross: Was the most popular class in shifter kart racing in America. The motors are motocross based, usually Honda, but also Yamaha, Kawasaki, Suzuki, Moto TM, Gilera and KTM. The motors are water-cooled 125cc with 5 or 6 speeds. There are two distinctive classes to the motocross shifter kart class, the open class and the spec class. The open class allows virtually anything as long as the motor is 125cc, is motocross based and has the water pump run internally. The spec class allows for blue printing but no porting, limits the size of the carburetor, uses stock ignition and has a spec-racing pipe. The horsepower of a stock Honda 125cc is around 32, 33, the horsepower of a spec Honda 125 is around 38, and the HP of a built Honda with all the bells and whistles is more then 46. This includes; an RS motorcycle GP roadracing piston, heavy modification to the casings, head and cylinder, a programmable ignition, 38 or 39mm carb, dual fuel pumps, racing pipe, etc. Now for that extra 13 plus horsepower, be prepared to spend well over $5,000 in modifications and parts. Also, be prepared to change pistons every few hours. The reliability factor in a built motocross motor is much less then an ICC, but the stock or virtually stock motocross motor is better. Again, it depends on what you want to do and how much you are prepared to spend. I.E. ?Speed costs money, how fast do you want to go??
If you want to race competitively in a growing class with rules that make sense without spending a fortune on mods and getting beat by a guy who spends the most money, we recommend the Spec-ICC class. For $3,295 you get a race ready TM package with pipe and carb. If you want to race at the national level, we recommend the Star?s ICC series. Because of the strict CIK regulations; such as, spec ignition and 30mm carb, the ICC class limits the advantages a ?tuner? modified ICC motor has versus a factory tuned motor; therefore it brings the driver back into the equation, not the engine builder.
If you want to play around on the weekend and like the idea of shifting gears and driving a little Indycar, get a stock moto package. Add carbon fiber reeds, a racing pipe, get some light porting and blue print to the motor and you?ll have a reliable 36 to 38 hp beast! With this package you might win club races, but you won?t win any national moto race. Or, you can race the many Spec Moto classes around. Be sure to contact your racing organizations for a set of rules. The Golden State My-Chron 3 Cup has a Spec-Honda class. Each motor must be built by Alex Sanner racing, uses a spec carb, pipe and the stock ignition.
@Mike Jansen wrote:
Rumour has it the winner in each class gets a fetzer valve trophy.
8)Sure hope those fetzer valves are prepared properly before being handed out as trophies. 😆
Fletch
“It’s all ballbearings nowadays! Now, you prepare that fetzer valve with some Three-In-One oil and some gauze pads. And I’m gonna need about ten quarts of antifreeze, preferably Prestone. No… no, make that Quaker State.”Not sure the currency of the listings
U.S. Kart Clubs, Tracks & Links
http://www.spydrweb.com/kartweb/usa1.htmlJust saw the following at ekartingnews, possibly another option Parilla Gazelle 60cc electric start engine
May 18, 2004 News
SKUSA Approves Junior 1 Local Option ClassMartin Casey, SKUSA?s National Tech Director, has recently approved the addition of a local option JR1 class to run on a regional level. Both the Yamaha and Comer engines will be allowed under traditional junior 1 rules structure along with the Parilla Gazelle 60cc electric start engine in a restricted capacity. Technical specifications (effective immediately) for the Parilla Gazelle 60cc, the Yamaha and Comer will be updated to their rule book in the future. Links indicating the technical info on the Parilla Gazelle 60cc are provided below to serve as an interim until they get this added to their rule book.
The offering of this individual class is at the regional director’s discretion but will be conducted under the rules specified by SKUSA.
Casey adds that Seattle Karting Specialties in Washington is importing the engine and Italian Motors of Vancouver, Canada. The engine is currently being run at some of the Regional SKUSA events around the U.S. Again, this is not to replace the Comer or the Yamaha, but to give another option to the class. SKUSA will be laying out a JR1 class in the rule book and it will be a class listed as a local option, with rules and guidelines for the racer to follow.
The engine can be found by contacting importers Italian Motors at http://www.italianmotors.com (604) 253-4248 or Seattle Karting Specialties at http://www.seattlekarting.com (253) 383-2222. They will be able to supply a list of dealers who offer this engine.
Features and Characteristics
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