Daniel Tate has a bunch of pics with notes for KR chassis tuning. I thought he was putting together a guide.
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Yeah, I talk with Tate a lot at the track in the USPKS races and run ideas past him. He certainly knows his stuff, itās great to have him around the tent. Him putting together a guide would be great for the KR privateers.
I feel like I can write a guide after all the changes I made in Orlando 
I am looking for the section on Does & Donāt to Successfully Changing the Chassis on Saturday Night.
I think it would start with putting all the setting that were working before the old one broke.
Attached is a two pge brochure with the cost of acquisition and running costs and you can find more info here: T4 Series Resources - Tillotson The brochure on the running costs is for a typical season in Ireland, where we have the most data, but you can see the individual items and adjust for your own racing schedule. Itās in euros, which you would normally multiply by around 1.15 or 1.2 to get to dollars, but right now it is close to 1:1.
T4 Starter and Running Cost Combned Flyer US-Euro 2022-6(light).pdf (4.4 MB)
In terms of where the product is made, itās really about quality control on the individual components and the machining and assembly. I think both Briggs and we do a great job in that category. Neither of us operate like a typical Chinese clone engine manufacturer, where the engines are built to an industrial spec with a broad tolerance and lower rpm. We have a much tigher tolerance on components and for the most critical components, we have specially designed the components and tooling for the more demaning racing application. We produce engines at our own factories in China and Ireland, and the coils come from PVL, our German company. We produce with the same level of quality we produce our components for OEās like IAME, OTK, Stihl, Husqvarna, VW, Freightliner, BRP (Rotax) and others.
On the subject of ācheapest kart class besides LO206ā - Iām going to go against the grain and say that RoK Shifter is the second-cheapest class.
Your expenses are really predictable - an $800 rebuild every year, a $100 top end midseason, $100 worth of clutch plates each season, two gallons of 91-93 octane gas plus half a bottle of oil per day, a set of takeoff tires per practice day, a set of new tires per race day. In exchange, you donāt get to constantly be changing chains, driven sprockets, driving sprockets, more chains, clutch drums, clutches, starter brushes, batteries, more chains, carburetor diaphragms, needles and seats. Youāre also racing against adults separated by more than 0.05 seconds per lap with multiple lines through several corners so you wonāt crash anywhere near as frequently.
So what was the reliability issue with the Tilly? The guys I ran said the carbs were garbage, and all three guys all had 2 and 3 spare carbs with them at all times. I donāt think they had any issue with any of the other components. I stated this in another thread, I think its unfortunate that a company that started out building carbs, would build an engine package, and its the carb that seems to be the Achilles heal of the complete engine package.
Just courious what your issues with Tilly reliablity were?