A great cartoon that mimics real life.
All about a boy and his journey to become a go kart champion.
Capeta - go karting anime
http://en.wikipedia.org/wiki/Capeta http://www.tv-tokyo.co.jp/anime/capeta/
Tuesday, February 24, 2009
Asian Karting Open
The Asian Karting Open - Championship Series
This is another regional karting series to watch out for. The Philippines were a strong contender in 2008 and took 1st position in most of the catagories, with Malaysia pretty strong in the senior category as well.
The first race is at Macau on the 27-28 June 2009.
Here's the schedule:
June 27-28, 2009
ROUND 1 - KARTODROMO DE COLOANE, MACAU
July 18-19, 2009
ROUND 2 - CARMONA CIRCUIT, PHILIPPINES
August 15-16, 2009
ROUND 3 - SENTUL, INDONESIA
October 10-11, 2009
ROUND 4 - KARTODROMO DE COLOANE, MACAU
November 7-8, 2009
ROUND 5 - THAILAND
This is another regional karting series to watch out for. The Philippines were a strong contender in 2008 and took 1st position in most of the catagories, with Malaysia pretty strong in the senior category as well.
The first race is at Macau on the 27-28 June 2009.
Here's the schedule:
June 27-28, 2009
ROUND 1 - KARTODROMO DE COLOANE, MACAU
July 18-19, 2009
ROUND 2 - CARMONA CIRCUIT, PHILIPPINES
August 15-16, 2009
ROUND 3 - SENTUL, INDONESIA
October 10-11, 2009
ROUND 4 - KARTODROMO DE COLOANE, MACAU
November 7-8, 2009
ROUND 5 - THAILAND
Thursday, February 19, 2009
Things of Beauty
Good, nice tracks are not so common yet in our area but take a look at these things of beauty, you'd wonder why you weren't born closer to go karting circuit heaven like these places....
http://www.rye-house.co.uk/
http://www.badgerkartclub.com/
http://www.wardenlawkartclub.co.uk/
http://www.ogkrc.com.au/
http://www.whiltonmill.co.uk/
This race track rents out karts and other cars at affordable prices. imagine messing around with an aston marton vanquish!!
http://www.racing-school.co.uk/
http://www.rye-house.co.uk/
http://www.badgerkartclub.com/
http://www.wardenlawkartclub.co.uk/
http://www.ogkrc.com.au/
http://www.whiltonmill.co.uk/
This race track rents out karts and other cars at affordable prices. imagine messing around with an aston marton vanquish!!
http://www.racing-school.co.uk/
Monday, February 16, 2009
Interview with a timer
Data logging can help you unlock secrets to better karting, learning how to take advantage of the track and thus beating the competition. In this field, there is none other than expert Petri Ranta, the man behind BouRan Data Services who, has vast experience with data-logging in karts.
Here are the questions I found in an interview with him that will reveal some useful tips
Q: Let’s say I have one practice day to get some time out of my driver, what data would you say is the number one priority?
A: This is a difficult question to answer, however, this is how I would approach it.
Taking into account that you are familiar to the track and you’re setup is in the ballpark so to speak, I would work with trying to get as close to the theoretical best lap as possible.
This is a lap that the data logger software puts together using all of the drivers best segmented times (splits), and creates it as a goal. I have had many schools of thought on this, and if your driver can get to within 2-3 tenths of the theoretical best lap then your 9 times out of 10 close to the leaders or the leader at that point.
Now, the data I would use to work on a driver to achieve more speed is having them carry more speed through the corners. This can be determined by reading the latitudinal G’s (G-force). The more speed being carried into the corners will create higher G’s; as a coach, mechanic, or a parent, ways to accomplish this is by having your driver run deeper into the corner, later breaking points, making sure that the chassis is tuned for more grip.
Every datalogger will read the G-forces; one quick way of comparing sessions is by overlapping the graphs or looking at the numerical values. Most data logger software will give you the choice of looking at graphs or looking at numerical values, it is usually an icon at the top of the page you’re working with.
Q: Are you able to look at the data logging software on your laptop, and say where a driver is losing time on the circuit? If so, what information are you looking at?
A: If you really know your data interpretation, one should be able to differentiate between driver, chassis, and engine (drive train). There are many variables to look at when trying to determine lost time. Some classes are easier than others.
With ICC, I would first look at the acceleration graphs and determine how my driver is shifting. You can tell by certain spikes in the graph if there is excessive wheel spin or if he/she is taking too long between gears.
Secondly, I would look at braking points. With the software at hand, you can pinpoint almost to the foot as to the de-acceleration points on a track. These bits of information really help, especially when comparing one driver to another under a team tent atmosphere.
With ICA, my main focus would be with two variables; first would be making sure that my driver is keeping their speed (RPM’s) up in the corners. The data logging software will tell you where the optimum horsepower and torque ranges are and keeping the engine at those marks or as close to will give you best results.
You're receiving virtually the same information to a degree as you would get from a dyno, so keeping in mind there is a power range that gives you ultimate engine performance, this is a very important tool to be used at the track. The second point with ICA’s would be making sure that there is clean and clear acceleration lines while on the power.
Meaning no flat spots on the graph, you want steady consistent inclines. Using graphs created by your temperature sensors coupled with the RPM graphs, one can sometimes find problem areas with carburetors resulting in extra information on whether it’s pumping properly and/or too lean or rich. Steering position and throttle input sensors will also help determine areas of lost time on a circuit, but we can discuss those in upcoming articles.
Q: Do you find that making set up changes yields best results, or concentrating on what the driver is doing when it comes to using the data logger?
A: I would say you have to use a combination of the two. Set up changes will really work well for you if you have a driver that can run consistent lap times. So sometimes in order to accomplish that, first you must work with the driver on how he/she is driving the course.
You need to set up a basis point, so a few sessions in a relatively similar setup to create a basis lap time to determine a starting point, and then start to implement changes. At that point, the data logger will give you the required information you can use to start finding areas of improvement.
Q: Do you have a set procedure of how to manage your practice days; i.e. is there a logical process you go through to find a reduction in lap times?
A: I have three different procedures depending on class, driver, and weather. There always has to be a plan and I have one for almost every type of situation one could possibly come across. When you’re in the position of providing a data logging service, like I am, you have to make sure that you’re prepared. The downfall of this is that I could write a book on this topic alone.
Q: Is it better to leave data analysis until after the test day is over, rather than trying to interpret data at the circuit with the data logger and make changes?
A: If you really know what you’re reading when looking at the graphs, than using the data logger throughout the day will yield the best results.
Knowing what to look for is the key. Interpreting data is a lot like anything else, you need to test, practice, and constantly play with it to become familiar, quick and efficient at it.
There are still times when I will go home or back to the hotel after practice or race day and analyze more in depth. Because then you usually have the time to look at values or ideas you didn’t necessarily have time to look at while at the track.
Data Acquisition works, I can’t count the number of times I have brought drivers lap times down by simply interpreting the data and then making the necessary changes. Drivers need to listen to mechanics and mechanics need to listen to drivers – it’s that simple! Teamwork and understanding the data logger's graphs will guarantee faster lap times.
Pitfalls to avoid - use test days to download the data if you have never used it before. Keep good records of the changes you made and follow the sessions in order – then go home and work with the graphs and software. Read the manual and basically try not to learn the system while at an event, it will only frustrate you as practice at race days are precious and it is not the time to start learning the software or logger.
Here are the questions I found in an interview with him that will reveal some useful tips
Q: Let’s say I have one practice day to get some time out of my driver, what data would you say is the number one priority?
A: This is a difficult question to answer, however, this is how I would approach it.
Taking into account that you are familiar to the track and you’re setup is in the ballpark so to speak, I would work with trying to get as close to the theoretical best lap as possible.
This is a lap that the data logger software puts together using all of the drivers best segmented times (splits), and creates it as a goal. I have had many schools of thought on this, and if your driver can get to within 2-3 tenths of the theoretical best lap then your 9 times out of 10 close to the leaders or the leader at that point.
Now, the data I would use to work on a driver to achieve more speed is having them carry more speed through the corners. This can be determined by reading the latitudinal G’s (G-force). The more speed being carried into the corners will create higher G’s; as a coach, mechanic, or a parent, ways to accomplish this is by having your driver run deeper into the corner, later breaking points, making sure that the chassis is tuned for more grip.
Every datalogger will read the G-forces; one quick way of comparing sessions is by overlapping the graphs or looking at the numerical values. Most data logger software will give you the choice of looking at graphs or looking at numerical values, it is usually an icon at the top of the page you’re working with.
Q: Are you able to look at the data logging software on your laptop, and say where a driver is losing time on the circuit? If so, what information are you looking at?
A: If you really know your data interpretation, one should be able to differentiate between driver, chassis, and engine (drive train). There are many variables to look at when trying to determine lost time. Some classes are easier than others.
With ICC, I would first look at the acceleration graphs and determine how my driver is shifting. You can tell by certain spikes in the graph if there is excessive wheel spin or if he/she is taking too long between gears.
Secondly, I would look at braking points. With the software at hand, you can pinpoint almost to the foot as to the de-acceleration points on a track. These bits of information really help, especially when comparing one driver to another under a team tent atmosphere.
With ICA, my main focus would be with two variables; first would be making sure that my driver is keeping their speed (RPM’s) up in the corners. The data logging software will tell you where the optimum horsepower and torque ranges are and keeping the engine at those marks or as close to will give you best results.
You're receiving virtually the same information to a degree as you would get from a dyno, so keeping in mind there is a power range that gives you ultimate engine performance, this is a very important tool to be used at the track. The second point with ICA’s would be making sure that there is clean and clear acceleration lines while on the power.
Meaning no flat spots on the graph, you want steady consistent inclines. Using graphs created by your temperature sensors coupled with the RPM graphs, one can sometimes find problem areas with carburetors resulting in extra information on whether it’s pumping properly and/or too lean or rich. Steering position and throttle input sensors will also help determine areas of lost time on a circuit, but we can discuss those in upcoming articles.
Q: Do you find that making set up changes yields best results, or concentrating on what the driver is doing when it comes to using the data logger?
A: I would say you have to use a combination of the two. Set up changes will really work well for you if you have a driver that can run consistent lap times. So sometimes in order to accomplish that, first you must work with the driver on how he/she is driving the course.
You need to set up a basis point, so a few sessions in a relatively similar setup to create a basis lap time to determine a starting point, and then start to implement changes. At that point, the data logger will give you the required information you can use to start finding areas of improvement.
Q: Do you have a set procedure of how to manage your practice days; i.e. is there a logical process you go through to find a reduction in lap times?
A: I have three different procedures depending on class, driver, and weather. There always has to be a plan and I have one for almost every type of situation one could possibly come across. When you’re in the position of providing a data logging service, like I am, you have to make sure that you’re prepared. The downfall of this is that I could write a book on this topic alone.
Q: Is it better to leave data analysis until after the test day is over, rather than trying to interpret data at the circuit with the data logger and make changes?
A: If you really know what you’re reading when looking at the graphs, than using the data logger throughout the day will yield the best results.
Knowing what to look for is the key. Interpreting data is a lot like anything else, you need to test, practice, and constantly play with it to become familiar, quick and efficient at it.
There are still times when I will go home or back to the hotel after practice or race day and analyze more in depth. Because then you usually have the time to look at values or ideas you didn’t necessarily have time to look at while at the track.
Data Acquisition works, I can’t count the number of times I have brought drivers lap times down by simply interpreting the data and then making the necessary changes. Drivers need to listen to mechanics and mechanics need to listen to drivers – it’s that simple! Teamwork and understanding the data logger's graphs will guarantee faster lap times.
Pitfalls to avoid - use test days to download the data if you have never used it before. Keep good records of the changes you made and follow the sessions in order – then go home and work with the graphs and software. Read the manual and basically try not to learn the system while at an event, it will only frustrate you as practice at race days are precious and it is not the time to start learning the software or logger.
Sunday, February 15, 2009
Good times from a timer
Kart Data-loggers can be a shortcut to success and improving your race timing or, it could be a total waste of your time.
Here's an insight on where to focus your attention to make sure you don't get buried under a mountain of useless numbers.
One usually expects the timer and the data logged to tell them exactly the driver was going wrong and how to fix it. That's a mistake many make. You could get lost amongst an indecipherable bunch of lines and numbers.
However, using a data-logger has practical uses and can make learning the fast way round a track so much easier, but only when you cut out all the gibberish and focus on two things.
Look at the speed channel, and use it to find out which corners make the difference to laptimes.
The beauty of kart data aquisition is that it can show you exactly where on the tracky was fast, you were fast and how that affected your laptime. And the most important data is your KPH trace, or your RPM trace. Lets say you do a 10 lap session, and inexplicably did a lap half a second quicker than the rest. So, you look at the speed trace for that lap, compare it to the rest of your laps and look for the corners where you were carrying more speed. Now the temptation is to look at throttle, braking and lines mapping and give yourself an information overload.
Instead, you need to spend the practice day with focus on those quick corners so that you can 'home in' on the quick way round the most important corners. And when it comes to a pressure situation you will resort to that knowledge and carry on banging in quick laps, rather than overdriving and blowing the race. Another tool which can shortcut this process is a video camera with video analysis software
In practical terms, here's a procedure you could use to quickly get up to speed on a new track
1. Do a couple of sessions and use the data-logger to find the most important corners using the speed channel to identify those corners on his quickest laps
2. Concentrate on one of those corners at a time and experiment with your methods for that corner, so you can find a formula to acheive the highest speed on that corner.
3. Experiment with set up to acheive the quickest speed through that corner, you will have a good feel for the corner and will want the kart to work really well there, and therefore be quite demanding about set-up.
More often than not, the most important corners are long fast sweeps which require careful speed control, or ones leading onto the straight...however, this isn't always the case and your data-logger can reveal hidden secrets to quick times around your track, which is info your competition will rarely pick up.
Now working in this way with the speed channel is going to give you a great feel for using your data-logger and you will then start to want more information to work with, then you can refine your approach and start to look at more channels.
Here's an insight on where to focus your attention to make sure you don't get buried under a mountain of useless numbers.
One usually expects the timer and the data logged to tell them exactly the driver was going wrong and how to fix it. That's a mistake many make. You could get lost amongst an indecipherable bunch of lines and numbers.
However, using a data-logger has practical uses and can make learning the fast way round a track so much easier, but only when you cut out all the gibberish and focus on two things.
Look at the speed channel, and use it to find out which corners make the difference to laptimes.
The beauty of kart data aquisition is that it can show you exactly where on the tracky was fast, you were fast and how that affected your laptime. And the most important data is your KPH trace, or your RPM trace. Lets say you do a 10 lap session, and inexplicably did a lap half a second quicker than the rest. So, you look at the speed trace for that lap, compare it to the rest of your laps and look for the corners where you were carrying more speed. Now the temptation is to look at throttle, braking and lines mapping and give yourself an information overload.
Instead, you need to spend the practice day with focus on those quick corners so that you can 'home in' on the quick way round the most important corners. And when it comes to a pressure situation you will resort to that knowledge and carry on banging in quick laps, rather than overdriving and blowing the race. Another tool which can shortcut this process is a video camera with video analysis software
In practical terms, here's a procedure you could use to quickly get up to speed on a new track
1. Do a couple of sessions and use the data-logger to find the most important corners using the speed channel to identify those corners on his quickest laps
2. Concentrate on one of those corners at a time and experiment with your methods for that corner, so you can find a formula to acheive the highest speed on that corner.
3. Experiment with set up to acheive the quickest speed through that corner, you will have a good feel for the corner and will want the kart to work really well there, and therefore be quite demanding about set-up.
More often than not, the most important corners are long fast sweeps which require careful speed control, or ones leading onto the straight...however, this isn't always the case and your data-logger can reveal hidden secrets to quick times around your track, which is info your competition will rarely pick up.
Now working in this way with the speed channel is going to give you a great feel for using your data-logger and you will then start to want more information to work with, then you can refine your approach and start to look at more channels.
Monday, February 9, 2009
Asian Female Karting Sensation
We hear too much about the men in karting.
Here's one lady who can give any male racer a run for his money.
She's the best there is in go karting in Asia!
Have a look at her site at:
http://www.michelebumgarnerracing.com/
Here's one lady who can give any male racer a run for his money.
She's the best there is in go karting in Asia!
Have a look at her site at:
http://www.michelebumgarnerracing.com/
Sunday, February 8, 2009
A HeadStart
Going for your first race is a daunting yet exciting experience. Just how do you get yourself ready? How do you steady your nerves and then your hands? It doesn;t take more than a deep breath and some preparation.
A vital ingredient to getting a good start is confidence and self-assurance. The biggest problem for drivers at the beginning of a race is distraction from everything happening around them. The noise, the sights, the anticipation, the crowds....
As with any endeavour, practise makes perfect, and likewise, to get over being overloaded on race day, I would practice, but there is a limited supply of race starts….you don’t get to practice starts enough. So use the next best thing.
Most racers also cite another thing, called - Visualisation.
1. Take some time out before your race and sit down somewhere relatively quiet. Take a look at where you are starting, who is beside you and who is in front.
2. Now make a plan of exactly how you want your start to go, and imagine you are starting in 8th place with a grid of 20. You need to make a plan about how your perfect start will go. Imagine that you are going to fly across the line. Pass the guy inside you going over the line and then stuff it up the inside of the 6th place kart into the first corner.
3. You need to make this plan seem real! So say to yourself exactly what’s going to happen. Make decisions about every move you are going to make.
4. Then, imagine exactly how the whole of the first lap will go; and you have to imagine the best first lap ever. Passing a kart at every opportunity.
Now, you have a mental plan of the start, if you take it seriously you will feel more confidence on your way to the grid. This is because you have made a real effort at preparing yourself at how the lap will go.
Next, in your kart on the dummy grid; go through the plan you made earlier and visualise that perfect first lap again. Now, the next thing is to prepare yourself to take control of the other drivers around you. Chances are they are not nearly as prepared as you are right now. You have the advantage over them and you are the most confident driver there!
The rolling lap. This is the time to really think over how your planned start is going to happen. Focus on the kart ahead of you and stick to the rear of that kart like glue. Don’t worry if you give it a few bumps here and there…you really need to stay close.
The start. Here is the most important practical piece of advice; whatever happens you have to go first. You have to accelerate before the driver ahead of you. You stick to his bumper so close that there is never any space between you! So if you push him gently over the line that’s fine, at least he didn’t get away. So, if you are always so close to the driver in front that you are touching, then you will be able to hit the gas before him without the worry that you will collide with him.
And once you get over the line you are into your plan. Make the moves, make that perfect first lap happen.
A vital ingredient to getting a good start is confidence and self-assurance. The biggest problem for drivers at the beginning of a race is distraction from everything happening around them. The noise, the sights, the anticipation, the crowds....
As with any endeavour, practise makes perfect, and likewise, to get over being overloaded on race day, I would practice, but there is a limited supply of race starts….you don’t get to practice starts enough. So use the next best thing.
Most racers also cite another thing, called - Visualisation.
1. Take some time out before your race and sit down somewhere relatively quiet. Take a look at where you are starting, who is beside you and who is in front.
2. Now make a plan of exactly how you want your start to go, and imagine you are starting in 8th place with a grid of 20. You need to make a plan about how your perfect start will go. Imagine that you are going to fly across the line. Pass the guy inside you going over the line and then stuff it up the inside of the 6th place kart into the first corner.
3. You need to make this plan seem real! So say to yourself exactly what’s going to happen. Make decisions about every move you are going to make.
4. Then, imagine exactly how the whole of the first lap will go; and you have to imagine the best first lap ever. Passing a kart at every opportunity.
Now, you have a mental plan of the start, if you take it seriously you will feel more confidence on your way to the grid. This is because you have made a real effort at preparing yourself at how the lap will go.
Next, in your kart on the dummy grid; go through the plan you made earlier and visualise that perfect first lap again. Now, the next thing is to prepare yourself to take control of the other drivers around you. Chances are they are not nearly as prepared as you are right now. You have the advantage over them and you are the most confident driver there!
The rolling lap. This is the time to really think over how your planned start is going to happen. Focus on the kart ahead of you and stick to the rear of that kart like glue. Don’t worry if you give it a few bumps here and there…you really need to stay close.
The start. Here is the most important practical piece of advice; whatever happens you have to go first. You have to accelerate before the driver ahead of you. You stick to his bumper so close that there is never any space between you! So if you push him gently over the line that’s fine, at least he didn’t get away. So, if you are always so close to the driver in front that you are touching, then you will be able to hit the gas before him without the worry that you will collide with him.
And once you get over the line you are into your plan. Make the moves, make that perfect first lap happen.
Saturday, February 7, 2009
Regulations for SMSA Sanctioned Kart Events
Thinking of participating in karting competitions in Singapore?
Here's what you have to know and comply with.
As of 1st January 2008, Personal Protective Equipment is compulsory for all SMSA events. This applies to the race itself, qualifying and practise sessions.
Helmets are of to be FIA, SNELL British Standards Institution or SFI homologation standards.
Suits have to conform to FIA, CIK or SFI standards
Gloves and Shoes are to conform to FIA 8856-2000 standards.
A license is required as well. You would apply via SMSA. A restricted license will be issued if you are a 1st timer to races. After 3 race, you may convert your license to an Asia zone license which allows you to race anywhere in Asia. Beyond that, you may later upgrade to a class C license.
You will need to 1st join SMSA which costs SGD $ 80. Forms can be found at :
http://www.smsa.org.sg/forms/Membership%20&%20Renewal%20Form.pdf
Next you have to pay for your competition license. Forms can be found at:
http://www.smsa.org.sg/forms/Comp%20License%20Appl.pdf
In Singapore, riders and drivers are NEED to have a Government Issued driver's licence before you can apply for a competition licence. So in that sense, the age limit is limited by the government. The exception to the rules are:
(1) Already racing abroad e.g. 15years, too young to have a road licence but have results from abroad.
(2) Have been trained or can show some proof of decent closed circuit riding expertise to competition secretary who will appeal on your behalf and on a case-by-case basis.
Here's what you have to know and comply with.
As of 1st January 2008, Personal Protective Equipment is compulsory for all SMSA events. This applies to the race itself, qualifying and practise sessions.
Helmets are of to be FIA, SNELL British Standards Institution or SFI homologation standards.
Suits have to conform to FIA, CIK or SFI standards
Gloves and Shoes are to conform to FIA 8856-2000 standards.
A license is required as well. You would apply via SMSA. A restricted license will be issued if you are a 1st timer to races. After 3 race, you may convert your license to an Asia zone license which allows you to race anywhere in Asia. Beyond that, you may later upgrade to a class C license.
You will need to 1st join SMSA which costs SGD $ 80. Forms can be found at :
http://www.smsa.org.sg/forms/Membership%20&%20Renewal%20Form.pdf
Next you have to pay for your competition license. Forms can be found at:
http://www.smsa.org.sg/forms/Comp%20License%20Appl.pdf
In Singapore, riders and drivers are NEED to have a Government Issued driver's licence before you can apply for a competition licence. So in that sense, the age limit is limited by the government. The exception to the rules are:
(1) Already racing abroad e.g. 15years, too young to have a road licence but have results from abroad.
(2) Have been trained or can show some proof of decent closed circuit riding expertise to competition secretary who will appeal on your behalf and on a case-by-case basis.
Thursday, February 5, 2009
Nylon Cordura
The 2 often quoted materials in Motorsports wear are Cordura and Nomex.
Just what are they? Here is a little background into the materials that will save your life.
CORDURA was the registered name of a certified (nylon) fabric from DuPont.
Today, it is the registered name of a high-performance Nylon66 product manufactured by INVISTA, a whollyowned division of Koch Industries, Inc. It is used in a wide range of products from luggage and backpacks to boots, military apparel (such as tactical blade sheaths, ammunition pouches, etc.), and performance apparel.
It is designed to be long lasting and resistant to abrasions, tears and scuffs.
As a brand name, CORDURA reaches back to 1929 as a development of Rayon. The product was further developed during the Second World War and used by the military in tires. From 1966 when new formulations of nylon proved superior, the CORDURA brand was transferred to the nylon product instead. CORDURA has continued to be developed as a brand by INVISTA with new products applied to an increasing range of items such as:
luggage
motorcycle clothing
anywhere that abrasion resistance is important
sporting and recreational equipment
-------------------------------------------------------------------------------------------------
Nomex is a registered trademark for flame resistant meta-aramid material developed in the early 1960s by DuPont and first marketed in 1967. A Nomex hood is a common piece of Racing and firefighting equipment. It is placed on the head on top of a firefighter's face mask. The hood protects the portions of the head not covered by the helmet and face mask
from the intense heat of the fire. Race car drivers wear driving suits constructed of Nomex and or other fire retardant materials, along with Nomex gloves, long underwear, balaclavas, socks, and shoes to protect them in the event of a fire. The FIA and the SFI Foundation provide specifications for flame-resistant drivers clothing to be used in racing. The standards range from single layer suits that provide some protection against flash fires to much thicker multi
layer SFI-15 suits required by the National Hot Rod Association that can protect a driver for up to 30 seconds against the intense heat generated by the nitromethane fuel they use
Just what are they? Here is a little background into the materials that will save your life.
CORDURA was the registered name of a certified (nylon) fabric from DuPont.
Today, it is the registered name of a high-performance Nylon66 product manufactured by INVISTA, a whollyowned division of Koch Industries, Inc. It is used in a wide range of products from luggage and backpacks to boots, military apparel (such as tactical blade sheaths, ammunition pouches, etc.), and performance apparel.
It is designed to be long lasting and resistant to abrasions, tears and scuffs.
As a brand name, CORDURA reaches back to 1929 as a development of Rayon. The product was further developed during the Second World War and used by the military in tires. From 1966 when new formulations of nylon proved superior, the CORDURA brand was transferred to the nylon product instead. CORDURA has continued to be developed as a brand by INVISTA with new products applied to an increasing range of items such as:
luggage
motorcycle clothing
anywhere that abrasion resistance is important
sporting and recreational equipment
-------------------------------------------------------------------------------------------------
Nomex is a registered trademark for flame resistant meta-aramid material developed in the early 1960s by DuPont and first marketed in 1967. A Nomex hood is a common piece of Racing and firefighting equipment. It is placed on the head on top of a firefighter's face mask. The hood protects the portions of the head not covered by the helmet and face mask
from the intense heat of the fire. Race car drivers wear driving suits constructed of Nomex and or other fire retardant materials, along with Nomex gloves, long underwear, balaclavas, socks, and shoes to protect them in the event of a fire. The FIA and the SFI Foundation provide specifications for flame-resistant drivers clothing to be used in racing. The standards range from single layer suits that provide some protection against flash fires to much thicker multi
layer SFI-15 suits required by the National Hot Rod Association that can protect a driver for up to 30 seconds against the intense heat generated by the nitromethane fuel they use
Wednesday, February 4, 2009
Rotax Max Challenge 2009
The 2009 PLUS Rotax Malaysia Challenge is underway!
Round 1 RMC Malaysia series wll be held on 7th-8th March in place of KKS race round 2 which will in turn be moved to the 29th of March.
The RMC round 2 and AMC round 1 will now be held on 11th-12th April in Kota Bharu
Here is a schedule of all races:
Rotax Max Challenge Asia:
11/12 APRIL (KB-MSIA)
9/10 MAY (SENTUL-INA)
25/26 JULY (TBA)
17/18 OCTOBER (TBA)
Rotax Max Challenge Malaysia:
7/8 MARCH (ELITE)
11/12 APRIL (TMKC-KB)
27/28 JUNE (ELITE)
25/26 JULY (TBA)
15/16 AUGUST (ELITE)
KKS-AAM Malaysian Championship:
18 JANUARY
29 MARCH
7 JUNE
4 OCTOBER
15 NOVEMBER
PLUS ENDURANCE
1. 13 DECEMBER
All information, entry form, and time schedule can be found at:
http://www.kartmoreracing.com/rotax/
Round 1 RMC Malaysia series wll be held on 7th-8th March in place of KKS race round 2 which will in turn be moved to the 29th of March.
The RMC round 2 and AMC round 1 will now be held on 11th-12th April in Kota Bharu
Here is a schedule of all races:
Rotax Max Challenge Asia:
11/12 APRIL (KB-MSIA)
9/10 MAY (SENTUL-INA)
25/26 JULY (TBA)
17/18 OCTOBER (TBA)
Rotax Max Challenge Malaysia:
7/8 MARCH (ELITE)
11/12 APRIL (TMKC-KB)
27/28 JUNE (ELITE)
25/26 JULY (TBA)
15/16 AUGUST (ELITE)
KKS-AAM Malaysian Championship:
18 JANUARY
29 MARCH
7 JUNE
4 OCTOBER
15 NOVEMBER
PLUS ENDURANCE
1. 13 DECEMBER
All information, entry form, and time schedule can be found at:
http://www.kartmoreracing.com/rotax/
Tuesday, February 3, 2009
Regulations
When it comes to go kart races organised by official governing bodies, safety is paramount and never compromised. This is especially pertinent as the competition at such events is fierce.
Thus, when purchasing equipment, you have to bear in mind what purpose you need your apparel for. For this reason, most people will have a set of overalls, shoes, gloves, etc for practise purposes, and another set for competition purposes. Repeated use will wear down the fabric, especially around the crotch and joints.
So, let us take a look at the regulations:
SMSA events
- Flame Resistant Clothing
1) All participants must wear racing overalls homologated to FIA, FIA/CIK or SFI.
Thus it is very important to check the apparel provider with the list of approved companies. The list can be obtained from the FIA website. Many retailers profess FIA certification when they really just mean that they conform to the regulations but ARE NOT certified. The onus is upon yourself to check or you will be barred from taking part in events
Furthermore certification will expire, and this to you will have to check with the certification body. I.e. FIA/ CIK / SFI
2) Gloves must be homologated to FIA 8856-2000
3) Shoes must be homologated to FIA 8856-2000
4) Helmets must be homologated to FIA8860-2004 or SNELL SA 2005 / SNELL SA 2000, or SFI31.1A / SFI31.2A or BS6658-85 type A/FR
For your reference always check the certification bodies:
SFI Foundation Inc. - http://www.sfifoundation.com/
Federation Internationale de l'Automobile – http://www.fia.com
CIK/FIA - http://www.cikfia.com
Snell Memorial Foundation - http://www.smf.org/
SMSA – http://www.smsa.org.sg/
www.obracing.sg
Thus, when purchasing equipment, you have to bear in mind what purpose you need your apparel for. For this reason, most people will have a set of overalls, shoes, gloves, etc for practise purposes, and another set for competition purposes. Repeated use will wear down the fabric, especially around the crotch and joints.
So, let us take a look at the regulations:
SMSA events
- Flame Resistant Clothing
1) All participants must wear racing overalls homologated to FIA, FIA/CIK or SFI.
Thus it is very important to check the apparel provider with the list of approved companies. The list can be obtained from the FIA website. Many retailers profess FIA certification when they really just mean that they conform to the regulations but ARE NOT certified. The onus is upon yourself to check or you will be barred from taking part in events
Furthermore certification will expire, and this to you will have to check with the certification body. I.e. FIA/ CIK / SFI
2) Gloves must be homologated to FIA 8856-2000
3) Shoes must be homologated to FIA 8856-2000
4) Helmets must be homologated to FIA8860-2004 or SNELL SA 2005 / SNELL SA 2000, or SFI31.1A / SFI31.2A or BS6658-85 type A/FR
For your reference always check the certification bodies:
SFI Foundation Inc. - http://www.sfifoundation.com/
Federation Internationale de l'Automobile – http://www.fia.com
CIK/FIA - http://www.cikfia.com
Snell Memorial Foundation - http://www.smf.org/
SMSA – http://www.smsa.org.sg/
www.obracing.sg
Monday, February 2, 2009
Safe Overtaking
Here is an introduction to overtaking techniques around the circuit.
When attempting to overtake, you can either outbreak a driver into a corner or you can pass a driver around the outside.
However, attempting to outbreak a driver into a corner, poses some danger. Many accidents involving colisions with other vehicles occur in this scenario; especialy when the driver attempting to outbreak the driver misjudges his opponent's speed or if he/ she is trying to " force" his/her way in which, is really very unethical and inconsiderate driving.
Always be mindful of the driver infront of you and how he/ she would react. You have to remember that go karts have no side mirrors and so the driver in front of you cannot see you coming up behind.
The rule of thumb is that when coming down a straightaway side by side, you must go along side the driver that you are passing, so the driver alongside you can see you before he actually starts to turn in to the corner, so get along side and that then becomes your corner before coming in to the apex.
When going into the apex, if you intend to step on the break, do it while in a straight line. Once you have begun your turn and if you then brake, the kart mght spin out. If you don't brake and you don't reduce your speed on entering that corner on a very tight angle then there is the risk that you will understeer, run out of circuit and collide with the tyre wall on the other side.
Just to reiterate, always about the driver in front of you, give them ample space to react allow for the fact they don't know you're there.
When attempting to overtake, you can either outbreak a driver into a corner or you can pass a driver around the outside.
However, attempting to outbreak a driver into a corner, poses some danger. Many accidents involving colisions with other vehicles occur in this scenario; especialy when the driver attempting to outbreak the driver misjudges his opponent's speed or if he/ she is trying to " force" his/her way in which, is really very unethical and inconsiderate driving.
Always be mindful of the driver infront of you and how he/ she would react. You have to remember that go karts have no side mirrors and so the driver in front of you cannot see you coming up behind.
The rule of thumb is that when coming down a straightaway side by side, you must go along side the driver that you are passing, so the driver alongside you can see you before he actually starts to turn in to the corner, so get along side and that then becomes your corner before coming in to the apex.
When going into the apex, if you intend to step on the break, do it while in a straight line. Once you have begun your turn and if you then brake, the kart mght spin out. If you don't brake and you don't reduce your speed on entering that corner on a very tight angle then there is the risk that you will understeer, run out of circuit and collide with the tyre wall on the other side.
Just to reiterate, always about the driver in front of you, give them ample space to react allow for the fact they don't know you're there.
Sunday, February 1, 2009
Safe Cornering
Cornering is THE area where a good racer distinguishes himself/ herself from a great one.
Here are some techniques that will assist you in clocking in some lap times and doing it safely.
When cornering, always remember to keep the engine revs as quick as possible. This means using the entire width of the circuit to get your kart through. When entering the corner, keep to the far side of the track until you see the apex. When you see your turning point, gently turn the kart across the whole idth of the turn and maintain a smooth acceleration. This keeps the kart at maximum speed as well as helping you get a better grip on the circuit for better control.
Before setting yourself up for the next corner, always remember that the shortest route in to the corner is not necessarily the fastest route out. It's imperative that you maintain a smooth a drive as possible and if you're going to use the brake at all, brake before entering the corner and turning otherwise the kart will spin and you will be out of control and valuable time will be lost.
Here are some techniques that will assist you in clocking in some lap times and doing it safely.
When cornering, always remember to keep the engine revs as quick as possible. This means using the entire width of the circuit to get your kart through. When entering the corner, keep to the far side of the track until you see the apex. When you see your turning point, gently turn the kart across the whole idth of the turn and maintain a smooth acceleration. This keeps the kart at maximum speed as well as helping you get a better grip on the circuit for better control.
Before setting yourself up for the next corner, always remember that the shortest route in to the corner is not necessarily the fastest route out. It's imperative that you maintain a smooth a drive as possible and if you're going to use the brake at all, brake before entering the corner and turning otherwise the kart will spin and you will be out of control and valuable time will be lost.
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