"F200 OHV Concept & Rules" The F200 OHV concept was established to fill several needs that Karting here in the U.S. will need to address in the coming years. We feel that the F200 engine program, when fully operational, will provide the Karting community with an affordable, reliable source of power that will be extremely popular with everyone in the industry as a whole. As many of you already know, the days of the 2-cycle and Rat head 4-cycle engines in Karting are numbered. Some of the reason is government related, but a lot of the problems lay with the major sanctioning bodies in the U.S. and their rules, regulations and policies regarding the current engine programs that we now have, as well as those upcoming ones. A good example is the 5 hp Briggs engine that has been the backbone of Kart racing for almost 20 years. As it now stands, with the current IKF, KART, and WKA technical regulations that it has to operate under, this engine costs at least 20% to 30% more to build and at least 50% more to operate because of their rules and over regulation! A small change in specs to eliminate "slapper" cams and simplify carb tech would reduce initial building costs and allowing aftermarket rods and pistons would greatly reduce tear down frequency and dramatically increase engine life. They (the organizations) say their rules are designed to keep cost down, but obviously they haven't! The F200 tech guide lines, being generic, takes the politics out of the rules and puts each individual engines performance in the hands of the manufacturer, the aftermarket and engine builder/tuner just as in other forms of motorsports. If there is a problem area, it can be addressed immediately by the manufacturer or the aftermarket instead of having to wait a year for the policies of the sanctioning bodies to react. All too often these reactionary decisions are governed by who you know or who you pay (approval fees). Unfortunately, this will never change. Below we have listed some of the various advantages of the F200 OHV program and what we hope it will accomplish. Support of this program in the coming years will help make Karting stronger and more affordable for everyone. F200 Benefits: The F200 OHV concept was established to fill several needs that Karting here is the U.S. will require in the coming years. The IRA and BNSS hopes that the racers, tracks and manufacturers all pull together to make it a huge success. The following is a rundown of the many benefits and goals of the F200 project. o Create a truly universal engine formula that will be cost effective and affordable. One that will allow creativity without excessive costs. o Brand competition (Briggs, Honda, Kohler, and Tecumseh, etc.) like NASCAR and other popular forms of motorsports. o Support from many sources such as engine manufacturers and aftermarket suppliers. Karting industry involvement at all levels. o Better accessories and components at lower prices. By having open sources for many of the engine components, like other forms of motorsports, the best quality at the best prices will be the order of the day. o Much longer engine life than current classes. Run modern overhead valve engines that are considerably more durable and are made to much higher quality standards. o Fast, non-invasive tech that can be thoroughly performed in a matter of minutes. Eliminate getting your motor back in pieces and the resultant cost ($200/$300) and inconvenience of having to send it back to your engine builder for re-assembly! o No "gray areas" and nit picky "judgment calls" like the one engine stock classes. Simple rules and a level playing field without the politics. o Premier class with the possibility for a true "National Champion" class. Raise the level of recognition of Karting. Ideal for TV coverage. o A resource section on the Speedway Karting (www.speedway-kartng.com) web site dedicated exclusively to F200. 2002 F200 General Rules and Specifications v1.2 * Approved, commercially available, single cylinder air-cooled overhead valve engines. 200 cc's maximum displacement. * Block, cylinder head, crankshaft and side cover to be approved OEM items. * Carburetor: Any commercially availableTillotson HL series carb. Maximum venturi diameter = .790". Metering holes non-tech. Filter cups, adapters and air filters non-tech items. Pulse type fuel pumps permitted. * Intake manifold: Aluminum only. Maximum inlet tract length of 2". (See note 2) * Connecting Rods: Aluminum only. (Fasteners and inserts/bushings excluded) Stock length (plus or minus .005") to be maintained. See chart for specific details. * Pistons: Any aluminum three ring, flat top piston. Rings and wrist pin non-tech except OEM wrist pin diameter to be maintained. See chart for maximum bore size and wrist diameter for a specific engine. * Crankshaft: Standard OEM item with stock stroke length (plus or minus .010"). Thermal treating and shot peening permitted. No other alterations allowed. See list for specific stroke details. * Flywheel and ignition coil: Aftermarket or OEM flywheels permitted. If OEM flywheel is used it must be unaltered and meet minimum listed weight and stock OEM coil (ignition system) must be used. AnProved aftermarket flywheels only may be used. Spec diameter and weight as follows; 6 .75" +/- .05"dia. X 5.00 Ibs +/- .25 Ibs. When using aftermarket flywheels, any approved OEM F200 coil mav be used on any engine. (i.e. Briggs coil on a Honda, Tecumseh coil on a Kohler, etc) Coil mounts, flywheel key, spark plug boots and plug wires are non tech items. * Cylinder head: Original factory casting only. Two valves maximum and must maintain original location, (listed spacing and angles). Porting and grinding permitted. No external addition of metal to enhance performance allowed. Stock spark plug size and location to be maintained. Minimum combustion chamber volume when mounted on engine ~ TDC is 24 cc's using prescribed procedure (See note 1). This is to be done after the event and when the engine has cooled down to a reasonable temperature. * Valve Train: Steel valves only. No titanium comPonents allowed. Intake 1.080" maximum, exhaust is .990" maximum. Stock OEM rocker arms and rocker plates only. Rocker arms may be welded or reinforced for strength. No other alterations to original configuration permitted. Flat tappets only, must be stock appearing. Push rods, retainers, springs, keepers, rocker adjusters, etc, non-tech. * Camshaft: Maximum (actual) lift .275" measured at valve. Cam and crank gear non-tech. This is to be done after the event and when the engine has cooled down to a reasonable temperature. * Cylinder head and block external surfaces may be machined to remove excess material from mounting bosses, cast in brackets, etc that are no longer in use. No external machining allowed to enhance performance. * Fuel: Commercially available non-ethanol pump gas. Test method to be Digitron set at -75 in cyclohexane. Fuel must read zero or below on meter. For major events it is recommended to use a spec fuel. Use the supplied fuel as a standard to "zero" the meter. Tolerance to be +/- 5 points. * Fasteners: Non-tech, but must remain in original location. Heli-coils, studs, etc allowed. * Gaskets. Non-tech. * Lubrication system. Must retain splash type oiling system. * Exhaust system. Non-tech except must run an IRA approved silencer/mumer. (See note 3) Notes: 1. It is recommended to use ATF (automatic Transmission fluid) diluted 20%/30% w*h mineral spirits to help eliminate air entrapment during the procedure on OHV engines. 2. Length determined by adding the longest and shortest tract distances (flange to nange) together and dividing by 2. 3. RLV B-91 and RLV B-9lMO silencer currently IRA approved.