I need the exercise.
Can someone explain why power valves are bad? 36 hp is a step up from an X30, but itâs actually the same as a ROK GP (which does have a starter, which is a not a negative thing to everyone). Why not just claim the 40hp of a full fledge OK at that point (with a power valve being the difference ??). Something about the whole OK-N concept is passing over my head somehow, especially at the price points being discussedâŚ
I think if it gains any traction it will only ever exist as a premier class, the drivers who have a team and mechanic so push starting isnât a big deal.
Selling it to a hobby driver and even a club racer would be challenging.
@Paul_Montopoli, I had a giggle at the term âsuitcase engineâ. We had a suitcase full of engines when I raced in Japan in 2001.
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Apart from being rank on a direct drive motor, they add a layer of developmental complexity that is an waste of time and money for those burdened with the cost.
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They are legit reasons.
You have tons of different engines too. Itâ;s just more colourful, vibrant and culturefull.
I mean the championship. Stars stated
" âif at all evident from the OK categories utilized overseas, this will not be the case at all. Similar to the KZ category, the regulations make it so that there are limiting factors (such as rev limiter, spec dimensions, etc) that make all of the engines incredibly close. There has been a broad range of success amongst the different manufactures overseas, and we anticipate seeing similar parity with the program here.â"
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I have to agree with Paul on this. Being an uninterested outsider, I donât see much difference between X-30 and OK-N but from the inside, there will be a different driving experience. There is always excitement on a new innovative product but wait 2 years and then reality hits.
If the OK-N turned 20,000 RPM, that might help differentiate.
Probably not for club racing.
This was my gut-instinct when it was announced, but hey ho. OK-N is very much a compromise formula because their base product, which is OK-J, is designed for 14k iirc Removing rev limit would require specific development and design from the manufacturers who I doubt want to do it.
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Anyone knows what the service interval for the OK-N is?
That will also impact ones budget.
Probably pretty long service interval but if you are racing a big travel series and the competition is stiff you will have 2 engines and rebuild at least one every race.
I know sharp end KA guys who rebuild both of their engines every race.
Thereâs rumours in the UK that Motorsport UK might be introducing a Vortex only OK-N class. Would this eliminate them from qualification for the yearly World Cup event? I assume it would because it isnât adoption of the class.
I am surprised they didnât even mention OK-N in this document, but mentions âVortex 125â. Which is a bit weird. I would presume Motorsport UK would respect FIA and not publicly rebuff them like this, especially given the enthusiasm from the FIA surrounding OK-N.
Any idea which carb option will be adopted in the US?
I would guess each manufacturer would have their preferred carb to match the engine. Looking at Vortexâs page their OK engine comes with an Ibea carb.
The OK has to run homologated butterfly carbs.
I think itâs referring to the FIA stating itâs up tot he ASNs to decide whether to go with float carbs or butterfly. I suspect and hope the latter will be the preferred choice. Why the FIA have this option is beyond my comprehension.
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Yeah the fact that itâs an option is super weird to me and why I asked the question. If the goal is to qualify and attend the grand finals like event in 2024 everyone is going to want to be on whatever they decide to run. So any local ASNâs go in a different direction all of their constituents will be at a disadvantage come the 2024 event.
Also the 2024 race states âone engineâ , so not sure exactly what that means. You sign on one engine, or will they supply them. If the latter you kinda contradict the whole concept, if the former, it seems a bit risky. It means you probably need to visit the âworld cupâ track prior and do extensive testing before choosing one. Leaves very little room for error. Itâd be one of those âwe think weâre saving money, but actually costing moreâ decisions from the FIA.
the carb thing is some weird throwback to KF4 which was a direct copy of the Rotax MAX. I think the FIA believe, to some degree, the Rotax carb is part of its success and want to emulate it. I donât know, itâs so weird to have it in there like that. Just run butterflies and be done with it.
Loads of new comments, which is cool to see.
As i had hinted at some point throughout the thread, it is impossible to give a firm purchase value for the platform at the moment, until the engines actually go on sale. It is highly probable that manufacturers will offer Engine/carb/exhaust packages along with naked engines as well. Nevertheless, i would expect the cost to be around the OK-J mark, for all of them.
Moreover, we did (by homologation regulations) fix the cost for the homologated OK-N carbs, at 200 EUR (exc VAT). This was done to counter (albeit incredible in design, performance and construction) the forged OK and OK/J carbs used today, which cost a big chunk of money. There will be two homologated butterfly carbs, and one float chamber. It is up to the ASN to decide which type to choose.
Regarding the 2024 OK-N World Cup, the idea is to tech one engine, one chassis and to be given 1 and half set of tire from qualy to the final, to reduce cost, along with starting on track running on Friday only. Engine make obviously open to your choice.
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To help launch the class, all things relative to the OK-N have been made free to homologate by the CIK.
The caveat being that the OK-N is born from the same platform as its OK big brother, which has an associated homologation cost. This means that the OK-N cannot theoretically exist without its OK derived homologation. (OK engines will be marked as 032-ES-XX while the OK-N will be marked 032-EN-XX. The âXXâ value, which is the randomly generated number attributed to all homologation, will be the same between the OK and its OK-N)
OK-N carbs and ignitionsâ homologations are also free.
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Not sure how long this has been released but Challenge of the Americas has switched their OK-N formula from being a single make Vortex class to allowing all homologated manufacturers.
https://www.canadiankartingnews.com/registration-opens-for-2023-challenge-of-the-americas/
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